Transportation Management Plan

3.2

Transportation Management Plan

August 2016

From: Lal, Tarsem (FHWA) [mailto:[email protected]] Sent: Tuesday, August 02, 2016 11:41 AM To: Allahdoust, Fatemeh (VDOT) Cc: Bill Lecos; Bondurant, Carol CPM (VDOT); King, Lewis D. (VDOT); Shaw, Susan, P.E. (VDOT) Subject: FHWA Approval of the I-66 TMP

Fatemeh, As per our discussion, consider this email as our approval of the Transportation Management Plan for the Transform 66 project. The TMP is in compliance with the requirements of 23 CFR 630 Subpart J, and all our previous comments have been addressed. It is our understanding that VDOT will continue to monitor the various mitigation strategies as noted in the TMP throughout the construction period and make necessary adjustment as needed. Please send us the final copy of the TMP.

Tarsem Lal, P.E., PMP

Tarsem Lal, P.E., PMP Senior Major Projects Engineer

FHWA, Virginia Division Office 400 North 8th Street, Suite 750 Richmond, VA 23219-4825 Phone # (804) 775-3345 Fax # (804) 775-3356

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Table of Contents EXECUTIVE SUMMARY ...... 1 CHAPTER 1: INTRODUCTION AND PROJECT OVERVIEW ...... 5 1.1 Purpose of Document ...... 5 1.2 Transform 66 Program Overview ...... 5 1.3 I-66 Outside the Beltway Express Lanes Project Overview ...... 6 1.4 I-66 Inside the Beltway Project Overview ...... 7 1.5 Federal Environmental Review (NEPA) Process ...... 8 1.6 Existing Transportation Network ...... 8 1.7 Regional Perspective ...... 8 1.8 Major Activity Centers ...... 9 1.9 Types of Users ...... 9 1.10 Three Major Elements of the TMP ...... 10 1.11 TMP Goals and Objectives ...... 11 1.12 Transportation Management Plan (TMP) Guidance ...... 13 1.13 Overview of the TMP Development ...... 15 1.14 Stakeholder Engagement ...... 15 1.15 Specific roles and responsibilities for developing the TMP are as follows: ...... 16 1.16 Coordination of I-66 Construction with VDOT and Local Jurisdictions ...... 17 CHAPTER 2: MAINTENANCE OF TRAFFIC (MOT) ...... 19 2.1 Planning for Construction ...... 19 2.2 Roles and Responsibilities ...... 19 2.3 Work Restrictions ...... 21 2.4 Construction Staging ...... 21 2.5 Construction Summary ...... 21 2.6 Construction Sequencing ...... 22 2.7 Temporary Traffic Control Plans ...... 22 2.8 Traffic Control Devices ...... 23 2.9 Review Process for MOT Plans...... 24 2.10 Forecasting Assumptions ...... 25

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CHAPTER 3: TRAFFIC OPERATIONS/INCIDENT MANAGEMENT STRATEGIES ...... 26 3.1 Traffic Operations Strategies ...... 27 CHAPTER 4: LOCAL NETWORK OPERATIONS STRATEGIES ...... 30 4.1 Local Network Operations Strategies ...... 31 CHAPTER 5: TRANSIT AND TDM STRATEGIES ...... 34 5.1 Existing Transit and TDM Service in the Corridor ...... 34 5.2 Origins-Destinations of I-66 and I-66 HOV Lanes Traffic ...... 35 5.3 Existing Transit/TDM Programs ...... 38 5.4 TMP Strategy Goals: ...... 38 5.5 TMP Transit/TDM Strategy Recommendations ...... 39 5.6 Transit/TDM Promotion Strategies ...... 42 5.7 Implementation of Strategies ...... 43 CHAPTER 6: COMMUNICATIONS AND OUTREACH ...... 45 6.1 Communications and Outreach Program Strategies: ...... 47 6.2 Public Information and Website ...... 48 6.3 Transit and TDM Communication ...... 49 6.4 Survey and Performance Evaluation ...... 49

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EXECUTIVE SUMMARY

The Commonwealth’s Transform 66 initiative is a program to implement improvements on the I-66 corridor from Haymarket in Prince William County to the Potomac River. The transformation will implement a series of multimodal improvements intended to enhance the movement of people, goods and services throughout the corridor. The program has been prioritized as the most important congestion-relief project in Virginia.

The major elements of the Transform 66 initiative include three significant projects:

 The I-66 Outside the Beltway Projects includes the construction and implementation of three regular lanes and two Express Lanes in each direction (the existing high- occupancy vehicle (HOV) lane will be converted to an Express Lane and one new Express Lane will be constructed). The new Express Lanes will support enhanced high-frequency bus service with predictable travel times and direct access between the Express Lanes and new or expanded commuter lots.

A private contractor will be selected under the Virginia Public-Private Partnership requirements to finance, construct and operate the entire facility as a system of dynamically priced High Occupancy Toll (Express) Lanes.

 The I-66 Inside the Beltway Project will relieve congestion by making the facility available to everyone by removing the current ban on single-occupancy vehicles (SOV) during restricted peak periods and charging them a demand and distance- based toll. All HOVs will continue to be able to use the facility for free during tolled periods. Toll revenues will be allocated to fund additional and improved travel choices that would include roadway improvements, bus, Metrorail access, bicycle and pedestrian options.

 The I-66 Inside the Beltway Widening Project will construct an additional lane eastbound between the merge of the Dulles Connector Road (Route 267) with I-66 and the Glebe Road/Fairfax Drive exit in Arlington County. This project is expected to start in 2018 and be open to traffic in 2020. The construction will not take any homes or businesses and will be completed largely within the existing right-of-way.

Collectively, these efforts are referred to as Transform 66 in this document.

The I-66 Transportation Management Plan (TMP) is a joint initiative of VDOT and the Virginia Department of Rail and Public Transportation (VDRPT) incorporating:

 Project-specific Maintenance of Traffic (MOT) and Public Information Program (PIP) plans.

 Transportation operations strategies, including incident management, Intelligent Transportation Systems (ITS) and traffic mobility enhancements within the construction area and impacted arterial road network, intended to enhance mobility and safety during construction.

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 Transit and Travel Demand Management (TDM) strategies intended to reduce transportation demand and provide alternative travel modes during construction.

 Communication strategies, focused on providing timely information to the public regarding construction activities, detours, alternative travel routes, as well as transit and travel demand management options, to avoid driving in the construction zones.

This TMP responds to both Federal Highway Administration (FHWA) and VDOT requirements that the project ensure public safety, provide a high level of mobility, and offer reliable information to allow travelers to better plan their trips throughout the construction period along the entire corridor. To finance these efforts, $35.0 million in funds will be designated for the I-66 TMP program. This expenditure is less than 2 percent of the combined construction cost for the projects.

Figure ES.1: I-66 TMP Budget TMP Budget = $35.0 M

$1,918,000

Traffic Operations Strategies $4,650,000 $11,155,000 Transit/TDM Strategies

Local Network Operations $17,277,000 Strategies TMP Administration

The TMP focuses efforts in four strategy groups to mitigate construction-related congestion.

Traffic Operations and Incident Management: The TMP provides several strategies for reducing incident response time and clearance during construction, which include additional safety service patrols, new technology to speed incident clearance, and more patrols by both the Virginia State Police and local county law enforcement. Related to these efforts, freeway monitoring equipment will provide VDOT real-time information regarding traffic conditions and will use ITS to keep the public informed. Also critical to these efforts is the lane closure and MOT coordinating function provided by the VDOT Northern Virginia (NoVA) Regional Operations Directorate. With multiple construction

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projects underway concurrently in the I-66 corridor, it is essential that project MOT plans are coordinated with other construction and maintenance activities to assure traffic flow throughout the corridor.

Transit and Transportation Demand Management: The TMP will expand transit options in the I-66 corridor providing additional transit service to the Washington Metropolitan region’s primary employment centers. Additionally, the TMP will provide funds for the development and administration of vanpools and ridesharing programs, providing travel alternatives to single-occupant vehicles and supporting the conversion of HOV-2 to HOV- 3 in the corridor. These strategies will reduce demand on the facility during peak commuting hours.

Local Network Operational Enhancements: Recognizing that certain intersections and arterial road segments will be particularly impacted during construction, the TMP provides funds to make limited, but critical, improvements to enhance mobility on the arterial network. Examples include enhancing efficiency by changing signal timing and traffic management through the use of speed humps and speed signs. An important element of maintaining service on local roadways, the TMP also sets aside funds for local traffic enforcement to better ensure that drivers do not cut through neighborhoods to avoid construction and instead utilize corridors suited for high-volume traffic.

Communications and Outreach: All the TMP strategies will be supported by a comprehensive communications effort targeted to the entire range of I-66 users. This includes both daily commuters and through traffic that may originate from other states. The goal of the communications program will be to empower commuters with information about travel options and information to avoid delays when possible. The Communications elements supporting the TMP are part of the overall Transform 66 communications and outreach program which is funded independently of the TMP.

All of these strategies benefit from VDOT’s wealth of experience gained through the 95/395 Express Lanes TMP, 495 Express Lanes TMP, Dulles Metrorail Extension Project TMP (Phase 1) and the VA Megaprojects Regional TMP. The proposed I-66 TMP represents best practices learned over the years through the successful development and implementation of TMP strategies to mitigate the impacts of large-scale, corridor-wide, construction projects to the traveling public.

The TMP is viewed as a living document, one that will evolve with the construction effort. Performance measures will be used to monitor the effectiveness of strategies. Funds can be moved among strategies, or strategies eliminated, based on their effectiveness. Periodic reviews will involve a designated Advisory Committee, comprised of VDOT, DRPT, FHWA, Fairfax County, Prince William County, Arlington County, City of Fairfax, City of Falls Church and the Town of Vienna staff. A technical working group comprised of agency and jurisdiction experts supports each of the strategy groups. This structure permits ongoing evaluation of TMP strategies, providing accountability and flexibility, as well as responsiveness to the needs of the local jurisdictions.

These TMP strategies are integrated and coordinated to reflect changing capacity constraints caused by construction and Maintenance of Traffic (MOT) activities. The

I-66 Transportation Management Plan Page 3 intensity of TMP activities will vary, recognizing that construction itself will ebb and flow, particularly during the initial phases of the project. Toward the end of construction, when lane shifts are permanent and bridge and fly-over work is completed, the TMP efforts will be reduced.

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CHAPTER 1: INTRODUCTION AND PROJECT OVERVIEW

1.1 Purpose of Document This Transportation Management Plan (TMP) presents a set of strategies that will be implemented to mitigate the construction impacts of the Transform 66 initiatives. These mitigation strategies are designed to enhance safety and mobility for travelers and workers within the work zones and on the arterial network of the I-66 corridor.

A critical element of the I-66 TMP is coordination of strategies with the major construction projects in the corridor. This promotes more efficient strategies, allowing VDOT to maximize resources to achieve the greatest public benefit. For example, incident management resources could be shared between projects, as can intelligent transportation system technologies. The key point is that the I-66 TMP will not function in a vacuum; it represents a project-specific effort that will work in concert with other projects through the corridor TMP to provide a comprehensive set of strategies. The I-66 TMP will have stand-alone accountability to address the impacts of each project’s maintenance of traffic (MOT) strategies. 1.2 Transform 66 Program Overview The Transform 66 initiative is underway to transform Northern Virginia’s Interstate 66 into a multimodal corridor that moves more people and goods quicker and in a more reliable way. The improvements will be implemented through three projects in the I-66 corridor (see Figure 1.1) that extends from the Potomac River to Haymarket, Virginia. The three projects include the I-66 Outside the Beltway Express Lanes, I-66 Inside the Beltway improvements, and the widening of the eastbound lanes of I-66 from the Dulles Connector Road to the Glebe Road/Fairfax Drive exit in Arlington County.

Collectively, the Transform 66 improvements include improving spot locations and chokepoints, providing for intermodal connectivity, providing safety improvements, enhancing transportation communication and technology, and adding capacity while also expanding travel choices. In addition to the infrastructure elements listed above, park-and- ride lots, ingress and egress points to and from the Express Lanes, and new and expanded transit services will be included. To support these enhanced point-to-point commuter services in expanded peak periods, the Express Lanes will provide additional multimodal options in the corridor.

The proposed projects will include dynamically priced toll lanes designed to provide a reliable, faster trip. Tolling on I-66 inside the Beltway will be limited to peak hours for the peak direction. Before 2020, vehicles traveling on the I-66 corridor with two or more occupants will be considered high-occupancy vehicles (HOV) and could use the tolled lanes for free at any time. Carpools and buses would ride free. After 2020, vehicles with three or more occupants will be considered HOV.

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The current HOV-2 requirement on I-66 will be raised to HOV-3 to be consistent with the region’s Constrained Long Range Plan (CLRP), which calls for HOV-3 by 2020. HOV-3 on I- 66 would also match the occupancy requirement on I-495 and I-95.

The I-66 Express Lanes are planned to connect to the existing Express Lanes on I-495 to provide a seamless connection between the two interstate highways. In addition, Transform 66 would provide a direct connection for buses and HOV to I-66 east of I-495, which currently operates as an HOV facility in the eastbound direction during the morning peak period and in the westbound direction during the evening peak period. Direct access ramps also are proposed to connect the Transform 66 to and from the general purpose lanes, some interchanges, and new park-and-ride lots.

Figure 1.1: Corridor-Wide Map

1.3 I-66 Outside the Beltway Express Lanes Project Overview The Virginia Department of Transportation (VDOT) and the Virginia Department of Rail and Public Transportation (VDRPT), in cooperation with the Federal Highway Administration (FHWA), Prince William County, Fairfax County, the Town of Vienna, and the City of Fairfax, have developed a preferred alternative for the I-66 outside the Beltway corridor from US 15 in Prince William County to I-495 in Fairfax County (study area). As the transportation needs in this corridor cannot be met with a single stand-alone improvement concept, a combination of improvements will be necessary, some of which can be implemented in the near term, while others can be realized over a longer term. Because these improvements cannot be implemented simultaneously, a tiered process provides for phased

I-66 Transportation Management Plan Page 6 implementation of a variety of improvements as independent elements of an overall long- term program of projects over the 25-mile-long corridor. Construction of Phase 1 of the project will include:

 Three general purpose lanes in each direction.

 Two managed lanes (also referred to as Express Lanes) in each direction that would support: . Toll-paying customers. . High-occupancy vehicle (HOV) users with three or more occupants, exempt from tolls. . High-frequency and quality bus service. . Direct or nearly direct access between the Express Lanes and new or expanded park-and-ride facilities.

Access to the Express Lanes will be available to automobiles, motorcycles, light-trucks (and possibly heavy trucks), buses and transit vehicles only. Vehicles with three or more occupants would travel on the Express Lanes for free, as per the code of the Commonwealth of Virginia and Federal law. The facility would be operated and HOV occupancy and toll payment enforced in a manner that complies with the statutory requirements of the Commonwealth. Buses, transit vehicles, and emergency response vehicles would also travel on the Express Lanes for free. Other vehicles not meeting the occupancy requirement would pay a toll using electronic toll collection equipment at a rate that would vary by time of day, day of week and level of congestion to ensure the level of free-flow conditions as specified by Federal SAFETEA-LU regulations at a minimum.

Once the I-66 HOV lanes have been converted into Express Lanes, traffic operations will be monitored and managed such that they will continue to be classified as “fixed guideway miles” for purposes of the transit funding formulas, in accordance with the 2014 National Transit Database (NTD) Policy Manual published by the Federal Transit Administration (FTA). The current FTA policy references the performance standards and monitoring methods it uses to determine eligibility to classify Express Lanes as fixed guideway miles. The proposed project will implement plans to meet these standards and follow the prescribed methodology to preserve the facility’s current eligibility. The standards and monitoring requirements will be included in the Comprehensive Agreement between VDOT and the project’s selected Developer. In the event that the implementation of the project fails to comply with the FTA’s applicable requirements for considering Express Lanes as fixed guideway and results in loss of associated FTA revenue, the project will reimburse the current designated recipients for this lost revenue.

Construction for the project is projected to begin in 2017 and is expected to enter operations in 2021. 1.4 I-66 Inside the Beltway Project Overview

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After many years of study, VDOT and VDRPT have developed a plan to make coordinated changes on I-66 inside the Beltway to expand travelers’ access to the corridor, provide reliable travel times, and offer new and improved travel choices.

The I-66 Inside the Beltway project area includes I-66 from I-495 to US 29 in Rosslyn, parallel roads (including Route 7, US 29, US 50 and Route 613), Metrorail's Orange and Silver Lines, and major bus and bicycle routes.

To provide shorter, more predictable commutes by 2017, the proposed I-66 Inside the Beltway program will make I-66 inside the Beltway available to everyone by removing the current ban on single-occupancy vehicles during restricted periods and charging them a demand and distance-based toll. The project will relieve congestion before and after HOV periods by allowing single-occupancy vehicles access and lengthening restricted periods. The extended peak periods will be eastbound from 5:30 to 9:30 a.m. and westbound from 3:00 to 7:00 p.m. Violations of HOV rules will be reduced by requiring all vehicles to have an E-ZPass or E-ZPass Flex transponder during the restricted periods. To enhance long- term travel options on the I-66 corridor, the project will allocate toll revenue to fund additional and improved travel choices that could include roadway, bus, Metrorail access, bicycle and pedestrian options. Through a Framework Agreement with the Commonwealth, the Northern Virginia Transportation Commission (NVTC) will administer this function.

Additionally, the project will include the widening of I-66 eastbound from the Dulles Connector Road to the Glebe Road/Fairfax Drive exit. This additional lane will ease a chronic bottleneck on the corridor and enhance the effectiveness of the new travel options coming to this section of the I-66 corridor.

Construction for the I-66 Inside the Beltway tolling project is projected to begin in 2016, with tolling operations commencing in 2017. Construction of the widening project is projected to begin in 2018 and is expected to be available to traffic in 2020. 1.5 Federal Environmental Review (NEPA) Process Environmental reviews for the I-66 corridor from Gainesville to the Potomac River have been conducted in full accordance and compliance with Federal and state law. The NEPA guidelines require the project to be part of a conforming CLRP prior to receiving environmental clearance. In December 2015, a “finding of no significant impact” (FONSI) was issued for the I-66 Inside the Beltway tolling project . The Tier 2 EA - FONSI for the Outside the Beltway project was signed June 22, 2016. A similar review for the Inside the Beltway Widening project is ongoing. 1.6 Existing Transportation Network In developing a TMP strategy for the I-66 corridor, it is important to understand the existing land use and transportation network. The existing transportation network in the I-66 corridor supports multiple land uses in the region and facilitates the movement of people, goods, and services throughout the region. The network consists of roadway, transit facilities, bicycle paths/trails and freight routes. 1.7 Regional Perspective

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Roadway Network The primary component of the roadway network is the I-66 corridor with general purpose lanes and a designated, single HOV lane in each direction that serves both short and longer trips. The I-66 corridor is intersected by multiple major arterial roads including Washington Blvd., US 29, Nutley Street, Route 123, US 50, Fairfax County Parkway, Route 28, US 15, and Route 7. These arterials and collectors play a major role in accommodating all kinds of vehicle trips. Transit The I-66 corridor carries significant commuter bus traffic, primarily to the Tysons, Arlington, Pentagon and Washington, DC, destinations. These services are expected to expand when the Transform 66 facility opens and specific plans for implementing the new services have been developed by the I-66 Transit Technical Advisory Group. The Metrorail, Virginia Railway Express (VRE), and Amtrak passenger services run parallel along the I-66 corridor and carry substantial commuter ridership. VRE service in the I-66 corridor is planned to expand west to Haymarket. Ridesharing There are extensive vanpools in the I-66 corridor, which primarily serve the Tysons, Arlington, Pentagon and Washington, DC, destinations. However, the existing HOV lanes on I-66 support a limited ridesharing environment. Freight Facilities Freight facilities are essential for the efficient movement of goods within and through the region. I-66 carries significant truck traffic both to and through the Washington Metropolitan region. 1.8 Major Activity Centers As Northern Virginia has grown from bedroom communities for Washington, DC, to a multi- faceted urbanized area, concentrations of land use and economic activity have developed throughout the region. The I-66 corridor provides a major link to Arlington County and the District of Columbia. I-66 also provides a significant link to the Capital Beltway, which connects with significant employment and activity centers including the Tysons area, the Pentagon, Pentagon City, Crystal City, the City of Alexandria, and suburban Maryland. The I-66 corridor plays a major role in linking customers, suppliers, and employees to all these activity centers. 1.9 Types of Users Motorists on the I-66 corridor can be classified into six groups. Elements of the strategies in this TMP are geared to these groups as summarized below.

1) Commuters. This group largely relies on personal experience and electronic media such as radio traffic reports.. Dynamic signs and information disseminated through e- mail, websites, or cell phones will help inform this group of construction activity in the corridor.

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2) Local Non-Commuters. This category of motorists also relies on TV, radio, and newspapers. In general, however, they are non-peak drivers, and traffic reports during the off-peak hours may be limited. Targeted outreach activities to encourage this group to avoid the corridor or adjust their time of travel are anticipated. Static and dynamic signs, e-mails, and the project website will help to show them ways to avoid construction.

3) Visitors. These out-of-city travelers rely on maps and roadway signs. Information distributed through the Convention and Visitors Bureau, traffic reports on local radio stations and Google® maps can be coordinated with VDOT.

4) Commercial Vehicle Operators. The long-distance haulers already use I-66 extensively. Regional trucks destined for warehouses, distribution centers, or intermodal transfer facilities could be diverted in some cases. Local delivery trucks will require access.

5) Transportation Providers. The agency coordination portions of the Public Information Plan will include Metro, transit, taxi, and related providers.

6) Emergency Responders. This category includes fire, police, and ambulance services. These agencies will be included in the outreach program and will receive periodic notices on emergency access throughout the project.

1.10 Three Major Elements of the TMP

 A plan to ensure safety and mobility within the immediate construction zone, using both work zone safety and construction management strategies, referred to as the Maintenance of Traffic (MOT) plan, developed by the selected Developer and approved by VDOT.

 A comprehensive Public Information Program (PIP), involving both the selected Developer and VDOT, outlining a communications strategy to communicate the potential impacts of construction in a timely manner to minimize confusion and maximize the opportunity for the traveling public to make suitable travel choices.

 A broad effort led by VDOT to minimize traffic disruptions through the management of the transportation system and emphasis on transportation options, including the use of transit and transportation demand management, improvements to local road networks, and enhanced traffic monitoring and incident management.

While the MOT focuses primarily on the construction zone, the TMP strategies also provide cost-effective mobility options to commuters, businesses, and residents of the broader corridor so that they can move safely and efficiently through the construction zones for the duration of construction. Many of the TMP strategies described in the following sections will be implemented based on the anticipated construction schedule, which means that TMP strategies may be more involved at the peak of construction, most likely in 2017 to 2020. Then, as construction activities begin to wind down, services provided under the TMP will also taper off. Ultimately, the TMP is intended to reduce or alleviate congestion and enhance

I-66 Transportation Management Plan Page 10 mobility of people and goods throughout the I-66 corridor during the construction period. Strategies to accomplish these goals include:

 Transportation Demand Management (TDM) measures such as carpooling, vanpooling incentives, alternative work hours, telecommuting incentives, and parking management.

 Enhanced transit service and substantial fare subsidies to promote transit use to major employment centers served by the corridor.

 Incident management strategies including a comprehensive approach to detection/verification of incidents, coordinated response/removal practices and an Intelligent Transportation System (ITS) program to provide motorists with timely and relevant information.

 Local traffic operational improvements such as enhanced monitoring and enforcement, temporary traffic calming measures, spot roadway improvements and traffic signal modifications.

 Communications and outreach programs to inform the traveling public of travel options within the corridor and alert them to construction impacts.

These strategies will complement one another in order to mitigate congestion and traffic caused by the construction of Transform 66. Further details regarding the specific strategies proposed for implementation during construction are described in more detail later in this document. 1.11 TMP Goals and Objectives The primary objectives of the TMP include:

 Minimizing disruption to the traveling public and ensuring that both traveler and worker safety needs are met.

 Maintaining access to residents, businesses, and public facilities.

 Maintaining the existing number of I-66 travel lanes during peak periods.

 Maintaining existing arterial and local road networks or providing acceptable alternative routes.

 Incorporating planning to meet applicable commitments from the Environmental Assessments (EAs).

 Complying with VDOT requirements for work zone safety and transportation management during construction with the contractual documents.

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 Complying with FHWA Work Zone Safety and Mobility Rule requirements.

 Providing early coordination of MOT planning with key project stakeholders.

 Providing clear direction and advance notification to motorists with careful consideration of available tools and systems for disseminating information.

 Providing a tool for use, in conjunction with the PIP, to communicate the overall project phasing to key project stakeholders.

These objectives are summarized into four main goals that each of the identified TMP strategy groups positively impact. These goals and objectives are shown in the figure below:

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Figure 1.2: TMP Goals and Objectives

1.12 Transportation Management Plan (TMP) Guidance Since October 12, 2007, the FHWA has required all state and local transportation agencies that receive Federal aid to comply with the guidelines for Transportation Management Plans. This guideline document is known as the Work Zone Safety and Mobility Rule (the Rule), which was published in September 2004 in the Federal Register (69 FR 54562). The Rule updates and renames the former regulation on “Traffic Safety in Highway and Street Work Zones” in 23 CFR 630 Subpart J. All state and local governments that receive Federal

I-66 Transportation Management Plan Page 13 aided highway funding are affected by this updated Rule and were required to comply with its provisions no later than October 12, 2007.

One of the primary elements of the Rule calls for the development of procedures to address the work zone impacts of individual projects. These procedures include: (1) identifying projects that an agency expects will cause a relatively high level of disruption, and (2) developing and implementing TMPs for all projects. The possible components that constitute a TMP are:

 Temporary traffic control plans (i.e., traffic control devices, control strategies, and innovative construction techniques).

 Transportation operations plans (i.e., transportation demand management, incident management, traffic operations and work zone safety).

 Public information component (i.e., public awareness strategies and motorist information).

According to the Rule, a TMP should always contain a temporary traffic control plan, while the requirement for the transportation operations and public information components vary based on the project.

The TMP strategies outlined in this document include reference to temporary traffic control plans, transportation operations plans, and a public information component, all of which satisfy the TMP requirements of the FHWA Rule.

One of the goals of the updated Rule is to expand work zone impacts management beyond traffic safety and control by using transportation management strategies, as applicable to the project. Inclusion of these strategies helps to reduce traffic and mobility impacts, improve safety, and promote coordination within and around the work zone. This will be accomplished through the development of TMP. Some of the key benefits of a TMP are to:

 Address the broader safety and mobility impacts of work zones at the corridor and network levels.

 Promote more efficient and effective construction phasing and staging, minimize contract duration, and control costs.

 Improve work zone safety for construction workers and the traveling public.

 Minimize the traffic and mobility impacts of a work zone.

 Improve public project awareness.

 Minimize complaints from the traveling public and local businesses and communities.

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 Minimize circulation, access, and mobility impacts to local communities and businesses.

 Improve intra- and inter-agency coordination.

 Identify responsibilities and actions of project participants.

In addition to the Federal requirements, in August 2006 (and in preparation for the final Rule requirements imposed by FHWA) VDOT issued Instructional and Informational Memorandum #IIM-LD-241.2. This requires projects in the Commonwealth of Virginia, regardless of the funding source, to prepare a TMP beginning in October 2007. In sum, the VDOT and FHWA rules and guidelines mandate the identification of projects that an agency expects will cause a relatively high level of disruption and the implementation of a TMP for those projects. Transform 66 falls within the highest level of TMP requirements. 1.13 Overview of the TMP Development The development of the TMP for the I-66 corridor began in April 2016 under the supervision of the Virginia Department of Transportation. Based on the successful experiences of other regional TMPs and other regional planning efforts, VDOT utilized the VA Megaprojects TMP as the organizational model that was most conducive to effectively developing a comprehensive TMP for the I-66 corridor. The experience and best practices gained in the development, implementation and operation of the Regional TMP, 495 Express Lanes TMP, 95/395 Express Lanes and the Dulles Corridor Metrorail Project (Phase 1) TMP were applied in this process.

Beginning in April 2016, VDOT convened technical committees in the strategy areas of traffic operations, incident management and response, local network operations, traffic engineering and analysis, transit operations and travel demand management. These technical working groups were comprised of representatives from more than 35 state and local agencies to garner input on the TMP for specific areas of expertise. Over the ensuing months, a comprehensive set of strategies was solicited, prioritized and revised for corridor- wide application to form the initial set of I-66 TMP strategies. 1.14 Stakeholder Engagement Incorporation of stakeholder input has been an integral part of the development of the projects, the TMP, and the MOT planning and implementation process. Stakeholder input will continue over the life of the project. Meetings have been held with more than 35 key stakeholders along the corridor to solicit their feedback.

These meetings provided a forum for stakeholders to review, comment, and provide important input for the TMP and to identify potentially problematic areas of congestion as a result of construction. These meetings have included members from VDOT, local government, law enforcement, emergency response providers, and other key stakeholders.

These stakeholder outreach meetings will ultimately span from the initial TMP planning through the construction of the project.

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1.15 Specific roles and responsibilities for developing the TMP are as follows: TMP Coordinator - VDOT has contracted with a General Engineering Consultant (GEC), which, among other activities, is tasked with coordinating the TMP efforts. The GEC offers expertise in local and regional transportation planning and traffic engineering. In its role as TMP Coordinator, it is responsible for providing day-to-day technical and logistical assistance to the Steering Committee and technical committees supporting each strategy group. A key role of the I-66 TMP Coordinator is to work with each project’s leadership and associated technical committees to eliminate overlaps in strategies and ensure that the project TMPs collectively provide the mobility and safety the public seeks and the TMP demands.

TMP Advisory Committee - The Advisory Committee provides direction, policy, and oversight throughout the development, implementation and operation of the I-66 TMP. Specific responsibilities include identifying issues vital to the project, providing strategic recommendations to the project, supporting the budget and schedule objectives of the TMP, voting on the final set of strategies that will be implemented during construction, representing their respective agencies, and assisting in building/maintaining a consensus among the jurisdictions and agencies in the I-66 corridor.

Public Communication and Outreach Activities - The I-66 projects will be supported by a robust and coordinated effort by VDOT and project contractors in order to communicate a wide variety of information on project activities and construction impacts to all aspects of the effected communities. This communications program will be integrated with the I-66 TMP so that strategies developed and implemented under the TMP can be communicated and promoted effectively. The project communications program is an essential partner in achieving the goals of the TMP.

Technical Committees/Working Groups - The technical committees are responsible for managing specific strategy groups of the TMP. Activities include identifying and implementing approaches, techniques, and programs to manage congestion, maintain traffic during the construction of the project, reduce vehicles in the construction zone, and keep the affected community informed. Based on the transportation needs of the region and the construction activities that will be occurring on or adjacent to the roadways, the efforts have been grouped into four transportation and planning operational areas:

 Transportation Demand Management (TDM) / Transit

 Traffic Operations / Incident Management

 Local Network Operations and Traffic Engineering and Analysis (LNO)

 Communications and Outreach

VDOT staff leads each of the aforementioned committees, but they also include technical staff from the GEC and local, county and state departments/agencies. The composition of these committees is shown in Figure 1.3. Each committee develops strategies within their respective purviews, as well as budgets for each strategy. The implementation phase

I-66 Transportation Management Plan Page 16 associated with these TMP strategies will include the development and use of performance measures to ensure effectiveness of efforts. Review by the I-66 TMP Advisory Committee on a regular basis will provide the opportunity to reallocate resources, if necessary, to maximize the effectiveness of this TMP.

Figure 1.3: Organizational Structure

Advisory Committee

Fatemeh Allahdoust (VDOT) Susan Shaw (VDOT) TMP Working Group Amanda Baxter (VDOT) Lane Closue Renee Hamilton (VDOT) MOT Coordination Fatemeh Allahdoust (VDOT) Hari Sripathi (VDOT) Susan Shaw (VDOT) Jim Turner (VDOT) Tarsem Lal (FHWA) Amanda Baxter (VDOT) Michelle Holland (VDOT) Hari Sripathi (VDOT) Chris Arabia (DRPT) Bill Lecos (I-66 Project Team) MOT Engineer (DEVELOPER) Larry Marcus (Arlington County) Paul Anderson (I-66 Project Team) Tom Biesiadny (Fairfax County) Nick Karsko (I-66 Project Team) Rick Canizales (Prince William County) Wendy Sanford (City of Fairfax) Mike Collins (City of Falls Church) Michael Gallagher (Town of Vienna) Paul Mounier (Loudon County)

Traffic Operations & LNO Communications Transit/TDM Working Group Working Group Working Group

Jim Turner (VDOT) Fatemeh Allahdoust (VDOT) Candice Gibson (VDOT) Chris Arabia (DRPT) Fatemeh Allahdoust (VDOT) Mike Woods (VDOT) Chris Arabia (DRPT) Paul Anderson (I-66 Project Team) Fairfax County DOT I-66 Project Team Virginia State Police PRTC Fairfax County DOT Arlington County DOT Prince William County DOT Arlington County Commuter Services Fairfax County DOT PRTC Prince William County DOT Loudoun County Transit Arlington County DOT City of Fairfax NSVRC City of Falls Church Town of Vienna Local Police Departments Local Fire & Rescue Departments

1.16 Coordination of I-66 Construction with VDOT and Local Jurisdictions There are multiple planning, design and construction projects underway in the Northern Virginia area that must be coordinated with the construction and TMP activities on the I-66 corridor. Over the course of the construction in the I-66 corridor, coordination will be required due to other roadway construction projects in the immediate proximity. To assure this coordination, VDOT has tasked the GEC team with coordinating the TMP with all the projects and activities that can impact mobility and safety within the I-66 corridor. In addition

I-66 Transportation Management Plan Page 17 to the major projects on I-66, there are two significant construction projects planned within the City of Fairfax in close proximity to the Transform 66 construction. A high level of coordination will be required to assure proper mitigation of the overlapping construction schedules for these projects.

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CHAPTER 2: MAINTENANCE OF TRAFFIC (MOT)

2.1 Planning for Construction Due to the significance that the I-66 corridor plays in the overall existing transportation network, attempts have been made to preserve the existing number of lanes during all major phases of construction for the project. It must be stressed that this TMP, which includes the MOT plan, is a dynamic document, with changes to plans and procedures expected as new information becomes available, construction plans are revised, and new analysis is conducted. However, there are some proposed phases that include adjustments to the existing roadway, including the removal of shoulders on the general purpose lanes during construction phases. For the phases that include these types of adjustments to the existing network, a traffic operations analysis will be performed using microsimulation analysis.

The evaluation of control strategies using simulation models for major interchanges will be conducted as defined in this section. The calibrated VISSIM model (and other simulation models) will be used to test and evaluate the MOT plans under the worst-case scenario. This is defined by a critical period of time at which MOT strategies are being simultaneously implemented throughout the I-66 corridor.

The MOT worst case during the peak and off-peak periods will be the benchmark for allowable significant impacts. The results of the simulation will be one key input to the plans being developed by the technical committees responsible for implementing TMP strategies. 2.2 Roles and Responsibilities VDOT MOT Responsibilities VDOT shall be actively consulted by the MOT Management Team in the development of the MOT approach and corresponding MOT plans.

VDOT shall review and approve all traffic control plans (TCPs) and lane closure requests in accordance with the Technical Requirements, Exhibit C of the Comprehensive Agreement.

VDOT shall test and commission the local signalized intersection with the existing traffic signal system on a system-wide basis and any re-timing of existing signals will be performed by VDOT or the local jurisdiction, as required. Traffic signal timing will be optimized to ensure that traffic on the Express Lane entry and exit ramps and approaching roadways does not routinely produce queues that create a safety hazard on either the Express Lanes or approaching roadways.

VDOT will facilitate coordination between this project and other adjacent construction activities, including conflicting MOT operations.

VDOT will be responsible for weather management on roadways including advisory, control and treatment strategies and implementation.

VDOT will be responsible for advising the public of relevant MOT impacts, such as closures, detours, traffic switches, etc.

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VDOT will be responsible for incident management on the general purpose lanes. Developer’s Responsibilities The Developer is responsible for ensuring that all work necessary to provide safe and efficient MOT during construction is achieved, including provisions for the movement of people, goods, and services through and around the project while minimizing impacts to pedestrians, local residents, businesses, and commuters. Coordination of MOT activities with the Developer will be through the project TMP program and the project communications team. The Developer will carry out construction activities on this project or with respect to any project enhancement associated with this project in accordance with this TMP and in coordination with VDOT. In addition, the Developer shall participate in any federally approved regional congestion management plan that is implemented by VDOT or its designee with respect to I-66 and the regional transportation network.

The Developer will provide the Construction Manager and Field Engineers with training and communications capabilities necessary to monitor traffic conditions in their work area and as they drive the corridor, call for assistance, and report any defective traffic control devices. This will result in a safer travel environment, as there will be “more eyes on the road” and time and cost savings.

The Developer’s MOT management team is comprised of the key individuals within the overall design-build team who will have direct responsibility for execution of MOT operations in accordance with the project requirements. This MOT management team has the responsibility for coordinating all design, construction and communication elements necessary for the effective execution of the MOT Plan for the project. The Developer’s MOT management team will be comprised of the following individuals:

 Deputy Project Manager for Construction  Area Construction Managers  MOT Manager  Public Information Manager

The Developer’s MOT management team will meet regularly to ensure that the design, construction, MOT, and VDOT needs are consistent and well integrated.

The Developer’s MOT management team will work closely with the project communications team to ensure that accurate and timely MOT notices are provided to meet the project communication, outreach, and education needs established for the project. The interaction between the Developer’s MOT team and the project communications team is described in further detail below. The project communications team is led by the VDOT Communications Director, in partnership with the Developer’s Public Affairs Manager, with support from the Design-Build Public Information Manager.

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The MOT management team will actively work with VDOT to ensure timely approval of the detailed TCPs and to provide the necessary information to VDOT so they may provide accurate and timely construction notices to the public. 2.3 Work Restrictions In order to minimize the impacts on the level of service on I-66 and adjacent arterial roads, VDOT has imposed lane closure restrictions as indicated in the Outside the Beltway “Technical Requirements” (July 29, 2016) – subsection 1.8 and subsection 1.9. These requirements are included as an appendix to this document.

Additionally, there are restrictions on lane closures included in the construction contracts for the Inside the Beltway Tolling project and lane closure restrictions that will be developed for the Inside the Beltway Widening project.

2.4 Construction Staging The Developer will implement a construction staging approach that will provide safe and efficient construction operations throughout the Transform 66 Project that is also designed to meet the needs of the transportation network users within the affected work zones. To minimize the amount of construction time, the project will involve many concurrent activities, such that multiple bridges and interchanges will be under construction simultaneously. This will also involve the removal of shoulders along the I-66, narrowing of its travel lanes, and lane closures along arterial roadways. 2.5 Construction Summary Construction activities in the corridor will begin in summer of 2016 on the Inside the Beltway tolling project. This project will conclude construction in the late summer of 2017. Construction on the Inside the Beltway Widening project will commence in the late summer of 2017 and will last for three years.

Construction on the Outside the Beltway Express Lanes is scheduled to begin in the late spring of 2017 with the setting up of concrete barriers along the shoulders of I-66, followed by building the outer Express Lanes, then the inner general purpose lanes, while at the same time rebuilding several of the major I-66 bridges and interchanges. It is anticipated that the construction will be substantially completed in four years. Within this period, construction of the Express Lanes will be characterized by two generalized stages:

1) Stage One - I-66 travelers will see two new lanes being constructed behind barriers along the existing outside shoulders, with new retaining walls and soundwalls. Most of existing bridges will be demolished and new bridges constructed to accommodate the added width to the outside of the existing I- 66.

2) Stage Two - Mainline traffic will be shifted to the new outside lanes to permit the necessary improvements in the existing median areas. After completing the median work, the original general purpose lanes will receive final surface

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paving, new Express Lanes access ramps will be completed, and tolling systems will be installed and commissioned.

 During the phased construction of the interchanges, there may be some temporary impacts for shifts that will be covered in the detailed MOT traffic control plans that will be developed to support the construction operations. 2.6 Construction Sequencing A summary of the sequencing of planned major construction activities at the interchanges and bridge crossings along the corridor will be provided in the MOT plan developed by the selected contractors. For the purpose of this document, the effect that each construction phase has on travel patterns is discussed below. 2.7 Temporary Traffic Control Plans Temporary Traffic Control Plans (TCPs) sealed by a Professional Engineer in Virginia and approved by VDOT will be submitted prior to lane closure requests in accordance with the Technical Requirements. All construction MOT plans will be completed in accordance with the 2011 Virginia Work Area Protection Manual (VWAPM) (Revised April 2015), as well as the 2009 FHWA Manual of Uniform Traffic Control Devices (MUTCD), Revisions 1 and 2 (May 2012), and the Virginia Supplement to the MUTCD, Revision 1 (September 2013).

Throughout construction, TCPs will be compared and evaluated against the worst-case scenarios from the planning level analysis (as described below). The Traffic Engineer is responsible for ensuring that any proposed MOT sequence or TCP will not produce further deterioration of the interstate or arterial system above what was found in the worst-case condition analyses.

If an MOT sequence or TCP is shown to produce operations that are more severe than reported as the worst case by Developers, revisions and alternate strategies must be considered by the Area Construction Manager and reviewed for viability by VDOT. All potential safety issues that are identified in submitted TCPs or discovered after a TCP is implemented should be immediately addressed and may lead to an early termination of a planned TCP.

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Traffic Control Plan Standards of Review The following specific TCP conditions will be of concern and could prompt action by VDOT:

1) Any TCP that will be of long-term duration (as defined in the MUTCD), more than 3 days.

2) Any TCP that would reduce capacity on any road by 25 percent or more (e.g., one lane closure on a four lane roadway).

3) Any TCP that increases the delay per vehicle of 20 seconds (degradation of level of service by approximately one level) at a signalized intersection that is currently operating at a moderate level of congestion: Level of Service (LOS) D or worse.

4) Any TCP that increases the actual travel time greater than the expected travel time by more than 50 percent.

5) Any TCP that increases queuing from an arterial onto the interstate.

6) Any temporary closure of an access to/from I-66.

7) Any temporary or proposed detour along adjacent arterials.

8) Any potential safety issue to include large speed differentials, geometric restrictions of sight, ineffective emergency access or pull-off areas, bicycle and pedestrian access safety concerns, transit accessibility safety issues, etc. Actions related to these standards may include:

 Request to modify the action to reduce the impact, in terms of duration or severity.

 Denial of the TCP and requirement to revise and resubmit.

 Initiation of mitigation actions by VDOT and others, particularly concerning the local network nearby to the TCP actions.

 Increased public communications on the potential effects of the TCP.

2.8 Traffic Control Devices All traffic control devices (including barriers, barrels, cones, traffic signals, etc.) that will be used will be in accordance with the 2009 edition of the MUTCD, Revisions 1 and 2 (May 2012) and the 2011 Virginia Work Area Protection Manual (Revised April 2015). 2.8.1 Lane Closure Advisory Management System (LCAMS) The Lane Closure Advisory Management System (LCAMS) provides for the immediate need for a system that will manage the number of road closures with respect to overall congestion in the region due to construction activities and increased growth. The system addresses the need to automate the manual process of planning, monitoring, resolving conflicts, and

I-66 Transportation Management Plan Page 23 exchanging information about lane closures across the region. LCAMS is an easy-to-use information management tool that features form-based entry for entering lane closures on the web and prepares visual feedback, graphically mapping advisories to check for potential conflicts.

LCAMS provides both a conflict-management system as well as a planning tool for future projects. Implementing LCAMS alleviates the manual aspect of identifying existing occupancy of a work zone by other organizations, minimizes the chance for human error and duplicate requests, and provides a means to verify and compare multiple lane closures against established policies and business practices.

The VDOT Public Safety Traffic Operations Center (PSTOC) will be using LCAMS as an enhanced input tool in support of the Virginia Traffic Information Management System (511 Virginia) providing an opportunity to dynamically apply business logic to events that impact VDOT roadways – specifically lane closures. In addition to reducing traffic congestion, the system will provide tertiary benefits such as reduced accidents in work zones, more efficient public dissemination of real-time traveler information, emergency personnel’s response to a life- threatening event, and preserve and maximize critical roadway capacity. LCAMS will support the early detection in the planning cycle of conflicts and mode of conflict resolution, lack of real-time information on the status of closures, and increased regional awareness for customer and TMC operations. . 2.9 Review Process for MOT Plans VDOT is requiring analysis of the MOT plans developed by the Developer to assure that, to the extent possible, issues and concerns with traffic impacts of the plans are identified and addressed in the pre-construction phases of the process. Further review and analysis will be an on-going part of the VDOT/GEC team activities. The findings from the review of the MOT will also be input to the technical committee efforts aimed at mitigation of unavoidable congestion from the MOT actions. The following procedures are in place to provide reviews of the MOT plans: 1) The MOT technical group will meet regularly to review and critique the construction phasing plans developed by the Developer. This group will include representatives from the Developer and their design team and VDOT GEC staff who are experienced in design, construction, safety, traffic management and other relevant disciplines. This group gives rapid feedback to the Developer and allows plans to be modified if MOT concerns arise in early review.

2) Simulation of the MOT: A network simulation of the entire construction area will be required of the Developer, with the results receiving detailed review by the VDOT team. Average travel time and queue information will be used to evaluate the MOT plan. The impacts on travel time and queues resulting from the Express Lanes construction on I-66 mainline and arterial roadway interchanges will be investigated

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by comparing the MOT model results with the 2015 No-Build results. 2.10 Forecasting Assumptions Generally, the same assumptions used in the 2015 No-Build VISSIM models, such as input traffic volumes, origin/destination (O/D) trip distributions, free-flow speeds and traffic compositions, will be used in the MOT models. Additional assumptions used in the MOT models to account for the roadway modifications include:

 The 2015 No-Build model network was modified to reflect the proposed MOT plan during the Express Lanes construction. All interchanges were assumed to be under construction at the same time.

 A 20 percent free-flow speed reduction in the construction areas was assumed to account for the lane width reduction with 0' lateral clearance where applicable. This assumption derived from information included in the Highway Capacity Manual.

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CHAPTER 3: TRAFFIC OPERATIONS/INCIDENT MANAGEMENT STRATEGIES

The construction of Transform 66 has the potential to significantly worsen the already congested roadways on I-66 and the adjoining arterial network. Therefore, the focus will be to maintain and enhance the flow of traffic through incident management reinforcements and intelligent transportation systems (ITS) technologies. Minor lane-blocking incidents can have significant impacts on traffic if not removed quickly, particularly during peak traffic hours. The strategies identified in this chapter will enable incident responders to quickly detect, verify, respond, and clear incidents. The I-66 Transportation Management Plan (TMP) will facilitate coordination for lane closure and MOT activities on theI-66 projects with other regional and local projects affecting the I-66 corridor, thus keeping the construction zones safe for travelers and workers.

For the development of the I-66 TMP, a Traffic Operations Working Group was established to evaluate a preliminary set of strategies to manage congestion and maintain traffic flow during the construction of the project. The working group, comprised of representatives from VDOT, the local jurisdictions, state police and local law enforcement, and public safety agencies, identified and recommended for funding the following traffic operations and incident management strategies.

Figure 3.1: Targeted TMP Goals by Strategy

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3.1 Traffic Operations Strategies Supplemental Virginia State Police Troopers During the construction period, narrowed shoulders along the general purpose lanes and the elimination of shoulders along the HOV lanes will require additional resources to clear incidents in a timely manner. The Virginia State Police currently has six troopers patrolling in the proposed project limits and will maintain this level of coverage during construction. The TMP will provide additional Virginia State Police (VSP) troopers dedicated to incident management in the project corridor. The supplemental VSP patrol hours can be adjusted depending on the construction schedule. The proposed coverage will focus on the areas of construction impact on the interstate. Responsibilities of the VSP may include:

 Assist in incident detection.

 Secure the incident scene.

 Provide emergency medical aid until help arrives.

 Coordinate with the Transportation Operations Center (PSTOC) for incident response and management.

 Direct traffic at the incident scene.

 Supervise scene clearance.

Safety Service Patrols VDOT – Northern Region Operations (NRO) has a comprehensive Safety Service Patrols (SSP) program, which has successfully been enhanced and supplemented by past Megaprojects’ TMPs. The SSP have proven to be highly visible and effective in assisting motorists within the Dulles Metrorail Extension TMP, the I-495 TMP, and the I-95/395 project limits. The SSP will work with first responders to remove disabled vehicles from the travel lanes and assist with incident response. On the I-66 projects, the supplemental SSPs will provide coverage 16 hours per day, 7 days per week in the active construction zones along the corridor. Assistance provided by the SSP includes warning protections for disabled vehicles; simple mechanical help such as jump starting vehicles, providing fuel and changing tires; and assisting with incident response and detection.

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Dedicated Traffic Operation Center Operators The VDOT Northern Region Operations (NRO) Transportation Operations Center (PSTOC) is the centerpiece of operations monitoring the roadways 24 hours a day, 7 days a week.

The PSTOC operates ITS devices, including closed- circuit television (CCTV) cameras, fixed and portable changeable message signs (PCMS).The controllers dispatch safety service patrol (SSP) and coordinate with other regional transportation and emergency management agencies. The I-66 TMP funds will supplement the cost of the additional PSTOC operators in order to meet the increased demand in monitoring and coordination during the construction of the project. Dedicated Wrecker Service Prompt clearance of disabled or wrecked vehicles is crucial in continuing and maintaining traffic flow in the construction zone. To expedite the removal of disabled or wrecked vehicles, wreckers will be pre-deployed along the I-66 construction zone to provide rapid response to incidents. Portable Closed-Circuit Television Cameras Closed-circuit television (CCTV) cameras allow TOC operators to detect, verify, and monitor incidents. By remotely viewing on-the-ground conditions, operators can quickly and effectively assess incident management resources needed onsite. VDOT broadcasts these images primarily through its website and through its 511 mobile phone application. They also share video images with the first responder community. The I-66 TMP would augment the existing camera coverage with 10 portable CCTV cameras. Portable Changeable Message Signs Portable changeable message signs provide motorists with real-time traffic conditions and road closure information, as well as advise motorists of alternative routes when appropriate. The signs also may be used to direct motorists to 511VA for additional traveler information. As with the CCTV cameras, 10 portable changeable message signs will be procured through the TMP for use on the interstate, ramps and the arterials leading up to I-66. These PCMS units will augment the permanent digital message boards already in the corridor.

In addition to the PCMS units, the TMP will deploy warning and queue systems to provide additional safety notifications for the construction periods when trucks are entering/exiting the left lane of the general purpose lanes from the median. Supplemental Incident Response Equipment and Training The TMP will augment incident response equipment, software and training by providing funds to provide supplemental equipment, update software and provide training needed to enhance incident response capacity on I-66.

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Update Incident Response and Detour Plans In order to maintain traffic flow on I-66 and arterials during major closures, the TMP will review and update existing regional incident management, detour and National Capital Region (NCR) evacuation practices to assure optimum response capacity during construction. This review will include the VDOT incident response team, local first responders and the TMP lane closure coordination and traffic engineering teams. Additionally, these plans will be updated to take into account the finished construction project. Lane Closure and Maintenance of Traffic Coordination

The level, extent and complexity of the construction impacts on I-66 require dedicated staff to process and coordinate lane closure requests, identify conflicts, coordinate with project inspectors, and distribute daily construction updates to confirm closures happening during the day and night. With multiple local projects of significance, including the City of Fairfax improvements likely to be under construction in the I-66 corridor concurrent to Transform 66, it is essential that lane closures, traffic shifts, and MOT activities are coordinated in order to avoid gridlock. The TMP program will provide this coordination function.

Figure 3.2: Traffic Operations Budget

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CHAPTER 4: LOCAL NETWORK OPERATIONS STRATEGIES

The local network operations (LNO) strategies focus on mitigating adverse impacts to the local roadways that may be caused by the construction delays on I-66 due to the Transform 66 project. The TMP specifically identifies signalized intersections on the crossing roadways one signal either side of the interstate. However, it was agreed by the LNO committee that while LNO cannot address all the arterial congestion in the I-66 corridor, the construction would likely impact the arterials in close proximity to the interstate and local neighborhood streets feeding these arterials. It was determined that the area of concern will be three to five signalized intersections from I-66 on the roads which have ramps to I-66, as well as roads nearby and parallel to I-66, and other streets within the general area that may have a significant amount of diverted traffic.

Figure 4.1: Targeted TMP Goals

At the time of this plan, analysis is underway to identify specific locations that will be addressed as part of the LNO mitigation. This will come from sources such as:

 Locations which are expected to experience significant additional traffic as the construction progresses.

 Locations where forecasts show significant diverted traffic.

 Locations that receive complaints from citizens or public officials related to perceived effects from the project construction.

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The strategies below will be applied to the locations identified: LNO objectives primarily involve:

 Moving traffic most efficiently with minimal delay.

 Protecting neighborhood streets from traffic volumes and speeds that are abnormally high or traffic that otherwise disrupts the neighborhood.

The strategies identified here address both of these objectives.

The focus of the LNO actions will be addressing pressing current or expected problems in a time frame that responds to the construction schedule for the Transform 66 Project. The Local Network Working Group will look at opportunities to accelerate or leverage local roadway improvement projects that are already in the pipeline.

Three principles will guide the project planning and implementation for the local network improvements:

 Maintain roadway safety during construction since capacity is already surpassed by peak period demand on much of the local network. The TMP cannot solve capacity problems on the local roadway system, except those directly being resolved by the Transform 66 Project itself.

 Work with local jurisdictions to develop expedited traffic management policies that are acceptable to them. Local staff and public officials must be not just informed but involved in the planning for the projects at each stage.

 Prioritize the mitigation of adverse impacts on local streets from diverted traffic.

4.1 Local Network Operations Strategies Local Operations Support: The TMP will fund supplemental traffic operations staff to maintain mobility on key arterials/intersections in proximity to I-66 within the City of Fairfax and the Town of Vienna as these two jurisdictions manage traffic on key arterials in the I-66 corridor. To assure the highest level of coordination between these localities and VDOT Operations, the TMP will reimburse the jurisdictions for the cost of staff or overtime required to manage traffic signals. The TMP will also provide funds to the Town of Vienna for the upgrade and conversion of the existing traffic signal system. Temporary Traffic Calming Devices: The TMP will provide funding for the installation of temporary traffic calming devices to mitigate the impact of diversion on neighborhood streets. The devices will be deployed

I-66 Transportation Management Plan Page 31 according to the temporary traffic calming guidelines approved by the local jurisdiction where the installation would occur. Spot Roadway Improvements: The TMP will fund physical roadway improvements that mitigate the negative impacts of construction on the local network. These improvements may include improvements such as improving a turning lane; new signals to better control traffic flow; new signage and markings to enhance roadway and intersection functionality; and installation of devices to slow traffic or deter illegal or undesirable driver behavior. These improvements may require some engineering but may be accomplished as part of a maintenance effort, modification or acceleration of an existing roadway improvement project or other process. Generally, roadway improvement projects that require full engineering design and right-of-way would not be considered because of the long lead time before construction. Supplemental Local Law Enforcement: The TMP will provide funds for the local police department to respond to speeding and other violations on local neighborhood roads resulting from the construction spillover effects. Under a Memorandum of Understanding (MOU) between the local jurisdictions and VDOT, funding for supplemental police officer support will be provided on an as-needed basis. Enhanced Monitoring on Arterials: The TMP will provide speed monitoring, traffic monitoring and enhanced communication capacity on key arterials/intersections in proximity to I-66. The TMP will provide supplemental PCMS, portable camera, speed monitoring and traffic counting equipment as needed during construction. Traffic Engineering Support VDOT has several on-call traffic engineering support contracts and the I-66 GEC that can provide localities in the I-66 corridor with support as needed. Traffic engineering support is a broad category that includes:

 Implementing minor modifications to traffic signal timing and phasing, turn restrictions and prohibitions, and lane-use modifications. These strategies can be implemented quickly and with little or no capital expense but do have an associated engineering cost.

 Conducting a pre-construction diversion study to identify impacted arterials and create a baseline for assessment of impact on traffic mobility during construction.

 Conducting regular spot traffic counts at designated arterials/intersection to monitor impact on traffic mobility during construction.

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The TMP will also support a regular and robust monitoring program to assess construction impacts on the interstate.

These activities will include:

 Conducting pre-construction speed, congestion and crash data analysis to create a baseline for assessment of impact on traffic mobility during construction.

 Producing monthly speed, congestion and crash data analysis to assess impact of construction and to identify areas for special mitigation.

 Providing work zone TCP reviews; closure impact analysis using VISSIM; spot speed, congestion and crash analysis; and congestion travel time analysis as requested to assess impact of construction.

Figure 4.2: Local Network Operations Strategies

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CHAPTER 5: TRANSIT AND TDM STRATEGIES

In order to develop TDM/transit strategies to reduce travel demand on the I-66 corridor during construction of the managed lanes, a multi-phased approach will be utilized. The approach includes:

1. Identifying existing transit and TDM capacity in the corridor in order to leverage and enhance these assets during construction;

2. Examination of the patterns of transit use in the corridor from the 2009 I-66 Transit/TDM Study and the 2013 I-66 Multimodal Study – Inside the Beltway by the Virginia Department of Rail and Public Transportation and the Virginia Department of Transportation;

3. Leverage the investment, experience and best practices developed as part of the 95 Express Lanes TMP, 495 Express Lanes TMP, the Regional TMP and the Dulles Metrorail Extension (Phase 1) TMP to support the Transform 66 projects; and

4. Identify opportunities to align TMP transit and TDM strategies with the recommendations for post-construction transit services developed by the I-66 Transit/TDM Technical Advisory Group (TTAG).

It is important to note that the TMP Transit/TDM strategies were developed with the intention of integrating these services, whenever possible, into the long-range plan being developed by the Department of Rail and Public Transportation (DRPT) for the I-66 corridor. While the DRPT plan is not scheduled for implementation until the conclusion of I-66 Express Lanes construction, the strategies that will be implemented under the TMP are intended to be compatible with the DRPT plan. 5.1 Existing Transit and TDM Service in the Corridor

The I‐66 corridor is served by several public and private transit service providers. There are several well‐utilized park-and-ride lots within the corridor that support commuter bus services operated by the corridor’s transit service providers. This corridor also has an extensive array of TDM programs in place that help reduce the number of single-occupant vehicles on I‐66. Following are general descriptions of existing transit services, park-and- ride facilities, and TDM programs within the I‐66 corridor:

Transit service providers in the I-66 corridor consist of:

 Fairfax Connector

 Washington Metropolitan Area Transit Authority (WMATA)

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 Potomac and Rappahannock Transportation Commission (PRTC)

 Virginia Railway Express (VRE)

Fairfax Connector: Fairfax Connector presently operates 14 commuter bus routes that use I‐66 connecting park-and-ride lots, stops on the arterial roads feeding I-66, and the Vienna- Fairfax-GMU Metrorail station. Daily ridership on these routes currently totals 4,600. WMATA: The I-66 corridor is served by the Orange and Silver Metrorail Lines. There are two Metrorail stations in the corridor outside of the Beltway – Vienna and Dunn Loring stations – both served by the Orange line. Inside the Beltway, the West Falls Church station is also served by the Orange line. There are six more station located along I-66 inside the Beltway between East Falls Church and Rosslyn that are served by the Orange and Silver lines. The Silver line has four stations serving Tysons and currently terminates at the Wiehle Avenue station in Reston. PRTC: PRTC offers a comprehensive network of commuter and local bus services in Prince William County. OmniRide is PRTC’s commuter bus service. PRTC operates commuter bus routes in the I‐66 corridor from the Manassas and Gainesville communities. Destinations include downtown Washington, DC, the Pentagon, Crystal City and Tysons Corner. PRTC OmniRide routes are well utilized, with currently over 5,800 average daily passenger trips. PRTC OmniRide routes typically start at park-and-ride lot locations in proximity to the I-66 corridor. VRE: Provides commuter rail service in the I-66 corridor on the “Manassas Line” connecting Manassas to Union Station in Washington, DC. VRE stations located on the Manassas line in Prince William County include Broad Run Airport, Manassas, and Manassas Park. In Fairfax County, stations include Burke Centre, Rolling Road and Backlick Road. VRE operates eight northbound (inbound) and eight southbound (outbound) trips Monday through Friday during peak travel times. In addition to VRE‐operated service, VRE has an Amtrak Cross Honor agreement in place with the one Amtrak train operating on the Manassas line. The VRE Manassas Line is well‐utilized, with current ridership of over 90,000 trips a month. There is capacity for approximately 260 additional daily riders on the line. 5.2 Origins-Destinations of I-66 and I-66 HOV Lanes Traffic The I-66 Corridor Improvements Project – Existing Conditions Technical Report (November 23, 2015) noted that the I-66 Corridor Improvements Project study area connects a wide variety of land uses and activity centers. These include residential uses ranging from relatively low density to high density, limited agricultural areas, bedroom communities, major

I-66 Transportation Management Plan Page 35 retail, and employment centers both immediately within the study corridor and within a few miles of the study corridor. The region’s urban core, consisting of Arlington and Washington, DC, is a major generator of commuter trips and considered an area of influence to the project, despite being outside of the study area. I-66 also links other regional freeways, such as I-495 and the Dulles Toll Road, as well as high-volume arterials like Route 28, Fairfax County Parkway, Route 7 and US 50. The westernmost segment of the Metrorail Orange Line, between the Vienna Metrorail station and the West Falls Church Metrorail station, is contained within the study corridor and serves as a major transit connection alternative to vehicular commuting to the Virginia, DC, and Maryland metro areas. 2013 VDOT historical AADT traffic volumes along I-66 range from 59,000 vehicles per day just east of US 15 to as much as 159,000 vehicles per day past the Nutley Street interchange. While the traffic data suggests a general trend of increased mainline traffic volumes closer to I-495, the data itself does not illustrate the origins and destinations of traffic along the corridor. Using the Metropolitan Washington Council of Governments (MWCOG) model, version 2.3.52, approximate distributions of daily origins and destinations are presented in Figure 5.1 through Figure 5.3 for key locations along the corridor. The following observations can be made based on the model or data collection:

 Nearly 75 percent of traffic at the I-66/I-495 interchange is generated within Fairfax County, which carries only 65 percent of the study area lane miles.. Of that volume, more than half is generated by the Route 123 and Nutley Street interchanges, which are less than 5 miles from the I-66/I-495 interchange.

 Very little volume travels the entire corridor between US 15 and I-495 (less than 10 percent).

 The distribution of traffic traveling to/from the north on I-495 is roughly the same as the distribution of traffic traveling to/from the east on I-66; despite the latter being an HOV-restricted facility during peak periods.

 Route 28 and Fairfax County Parkway, both partially limited-access facilities that serve as north-south collector roadways, are the most attractive origins and destinations for trips that do not traverse the entire length of the study corridor.

 US 15 and Route 234 account for nearly two-thirds of traffic volumes originating from or destined to the west.

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Figure 5.1: Entry and Exit Points for Traffic at Eastern End of the Corridor

Figure 5.2: Entry and Exit Points for Traffic in the Middle of Corridor between Route 28 and Fairfax County Parkway

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Figure 5.3: Entry and Exit Points for Traffic at Western End of the Corridor

5.3 Existing Transit/TDM Programs

Several TDM programs are in place in the I‐66 corridor that have reduced single-occupant vehicle usage in the corridor. Telework continues to grow in popularity in the Washington, DC, area – supported by VDOT and DRPT’s Telework!VA program. Commuter Connections serves as an umbrella agency for local TDM programs. TDM agencies within the corridor include Arlington’s Commuter Services, the Fairfax County Transportation Services Group, OmniMatch and the Vanpool Alliance. These TDM agencies provide employer services that are aimed at reducing single-occupant vehicle travel. Both Commuter Connections and the Vanpool Alliance administer large vanpool programs. 5.4 TMP Strategy Goals:

Figure 5.4: Targeted TMP Goals by Strategy

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5.5 TMP Transit/TDM Strategy Recommendations The recommendations for public transit services in the I-66 TMP include the expansion of and enhanced subsidies for commuter services from Prince William and Fairfax Counties. These improvements would serve destinations such as central Washington, DC, the Pentagon, Rosslyn, Tysons Corner, and the Vienna-Fairfax-GMU Metro station, providing connections to other parts of the Washington, DC, region. The service plans recommended in this plan are based on an analysis of needs that took into consideration existing service utilization, corridor demographic growth and discussions with corridor service providers. As service providers proceed with implementation of expanded service, flexibility for the local service providers will be important, with service patterns and service levels adjusted as necessary based on on-going assessments of ridership demand.

Transit services for the I-66 TMP will be integrated with existing commuter express bus service in the corridor between Arlington County, Prince William County, Fairfax County and the major employment centers served by the corridor. These routes would mostly operate as express service and use I-66. 5.5.1 Park-and-Ride Lot Strategies Park-and-ride lots are the critical points of aggregation for all the transit and TDM strategies operating in the corridor. The current inventory of available spaces in the existing park-and- ride facilities on the corridor, particularly in the westernmost areas of the corridor, is insufficient to support the desired growth in multimodal travel options anticipated under the TMP. To address this shortfall, VDOT is working with Prince William County to develop a new park-and-ride facility with approximately 230 spaces in Haymarket, adjacent to the US 15/I-66 interchange. The planned completion date is during the second year of construction on I-66 Outside the Beltway.

This park-and-ride lot will have many benefits including:

 Serving as an origin point for existing and proposed commuter bus, vanpool and carpool routes traveling on I-66.

 Providing direct or nearly direct access to the proposed Express Lanes once construction is completed.

 Offering connections to and from local transit service and pedestrian/bicycle facilities.

When combined with the new park-and-ride lot at University Boulevard in Gainesville, scheduled for completion 24 months after the start of I-66 construction, sufficient park-and- ride lot capacity will be available to sustain growth in all multimodal strategies under the TMP. 5.5.2 Commuter Bus Strategies Fare subsidy on existing commuter bus routes: The key component of the I-66 transit strategy is to provide a significant fare subsidy of 50 percent on all existing commuter bus routes serving the corridor. The subsidy is intended to

I-66 Transportation Management Plan Page 39 retain existing riders during construction and to provide a meaningful incentive to new riders to ride the bus rather than drive. When coupled with the recent Federal extension of the pre-tax transit benefit, many in the I-66 corridor will be able to offset the majority, if not all, of the cost of using the bus services in the corridor. The reduced fare will also provide a significant “hook” to promotional efforts aimed at discouraging SOV use during construction. The fare subsidy will be implemented with the start of construction activities on the Outside the Beltway portion of Transform 66.

The I-66 TMP will subsidize fares on 14 Fairfax Connector routes that run on I-66 and feed the Vienna Metrorail station. The TMP will also subsidize all the PRTC service from Prince William County on the I-66 corridor, including two Metro Direct routes and the Manassas and Gainesville OmniRide routes. It is estimated that the subsidy would generate a minimum 15 percent increase in ridership. New commuter bus connection from Front Royal and Linden: To encourage the formation of new commuter bus service in the corridor, the TMP would subsidize new private bus service for up to six months or until the ridership has reached 35 passengers, which is the point of profitability for the private bus operators. This service would consist of two AM peak trips and two PM peak trips that originate in the Northern Shenandoah Valley Region with passenger pick up at the Front Royal and Linden park-and- ride lots. The service would travel the I-66 corridor with the end destination at the Cushing Road and Manassas park-and-ride lots thereby providing connection to PRTC routes serving the District of Columbia, the Pentagon and the Metrorail at Tysons Corners. Each commuter bus route started under this program will remove up to 55 cars per day per trip, 1,110 cars per month per trip, and 13,750 cars per year from the I-66 work zone. The empty seat subsidy would pay $15.00 per empty seat round trip up to 35 seats per month during a six-month period. Ridership numbers will be submitted each month to determine the average number of empty seats that would qualify for subsidy. The maximum subsidy under the TMP program is $126,000 per bus. Any unused funds would go back into the startup subsidy pool. If the bus attains the goal of 35 passengers before the end of the six-month period, the subsidy is complete. After the six-month period, continuation of the service will be at the discretion of the operator (NSVRC). Supplemental Service on Existing Commuter Bus Routes A significant level of existing transit services in the corridor is provided through the Fairfax Connector and PRTC operated programs. To ensure that riders are not turned away due to a lack of capacity on the routes serving the I-66 corridor, the TMP will provide resources to expanded transit service to help relieve overcrowding and/or subsidize Saturday service as conditions warrant. Supplemental service will maintain headways to account for longer travel times and provide additional buses for any I-66 commuter routes/times that reach capacity.

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The TMP Advisory Committee, working with the Transit/TDM Working Group, will decide which routes are the best uses of TMP funds if supplemental service is required. 5.5.3 Vanpool Formation Strategies Vanpools The I-66 TMP will fund a vanpool subsidy program to encourage and facilitate vanpool formation in the corridor. The vanpool program will be available to employees who commute on the I-66 corridor, and the incentives will be tiered to encourage the formation of vanpools using larger vehicles.

The Vanpool Alliance program will administer the vanpool incentives and will provide uniform benefits for all jurisdictions on the corridor. Modeled on the successful VanStart program, the TMP will mitigate the risk associated with vanpool formation by providing a $200-per-seat subsidy prorated over four months. Riders recieve free SmartTrip Cards with a preloaded subsidy and a $350 gas card incentive is offered for 10+ passenger vans. Smaller vehicles will not be eligible for the gas card. Vanpools started under the program will be eligible for existing VanSave support if needed to sustain ridership after the start-up period. The VanSave program is not funded by TMP.

The strategy will be implemented concurrent with the start of construction on I-66 Outside the Beltway or the beginning of tolling on I-66 Inside the Beltway. Community Shuttle Program The TMP will offer a subsidy to homeowner/community associations to initiate shuttle services between interested neighborhoods along the western I-66 corridor and the park- and-ride lots in western Prince William County that offer OmniRide service to Tysons, Washington, DC, and the Pentagon. The community shuttles offer the potential to enhance the TMP transit subsidy strategy as well as to mitigate the shortage of available space in the park-and-ride lots.

The TMP program would offer a monthly subsidy for a period of six months to interested communities to help formation of privately operated shuttles. After the six-month pilot period continued operations is a decision between the community and the private operator they selected. 5.5.4 Carpool Formation Strategies The I-66 TMP will fund carpool formations strategies aimed at fostering the creation of new carpools in the corridor as well as facilitating the conversion of HOV-2 to HOV-3 requirements by helping existing carpools secure an additional rider for travel on the I-66 corridor. The carpool incentives will be implemented six months prior to the planned start of construction on I-66 Outside the Beltway or the beginning of tolling on I-66 Inside the Beltway, whichever is sooner.

The administration of I-66 TMP carpool incentives is through the MWCOG Commuter Connections “Pool Rewards” program. New carpoolers are required to register in the

I-66 Transportation Management Plan Page 41 program to be eligible so their commuting information can be tracked. Each new three- person carpool formed will receive an additional $100 during a 90-day reporting period, above the standard $130 that is available to all carpools, including two-person carpools through the regional “Pool Rewards” program. The additional $100 subsidy from the TMP is only available to 3-person carpools in order to facilitate conversion to the HOV-3 requirement in the I-66 corridor. Additionally, to support the eventual conversion to the new HOV-3, the TMP will offer the $100 carpool incentive to existing HOV-2 carpools adding a third rider. All carpools formed are eligible for the Commuter Connections Guaranteed Ride Home program. 5.5.5 Telework Formation Quantitative telework research revealed that 40 percent of those employees who do not telework would telework if it was offered by their employer and that 37 percent of those employees who do not currently telework, work for an employer who allows teleworking through informal arrangements. Furthermore, if their employer allowed teleworking, 53 percent of employees would telework an average of 1.95 days per week. The I-66 TMP will promote the formation of new telework programs by providing employers with a subsidy of up to $10,000 to offset the cost of implementing new telework programs in Northern Virginia. To be eligible, the employer would have to demonstrate that a significant number of effected employees are using the I-66 corridor for their regular commute to work. The program will be implemented and administered under the existing Telework!VA-NOVA program. Improve "first mile/last mile" travel options to enhance transit/TDM strategies: Provide improved bike and pedestrian accessibility to park-and-ride lots in the I-66 corridor in order to increase multimodal access to lots and expand overall usage. These enhancements could include additional bike racks at two locations (Limestone Drive park- and-ride lot and Stone Road park-and-ride lot) and crosswalk improvements at three locations (Portsmouth Road park-and-ride lot, Sully Station park-and-ride lot on Westfields Blvd., and St. Paul Chung Church park-and-ride lot on Stringfellow Road). The enhancements will be administered by VDOT and funded through the I-66 TMP LNO Spot- Improvement strategy budget. Subsidize the cost of transponders for qualified low-income drivers: In order to remove an economic barrier to carpool formation and retention for low-income households, the TMP would provide a free transponder to low-income families in the I-66 corridor. This effectively removes the barrier of affording the transponder required to use the managed lanes and encourages carpooling. A similar program in Los Angeles distributed 4,300 transponders to low-income residents. Follow-up studies determined that, of the transponders distributed under this program, 80 percent of the trips taken qualified as HOV trips. 5.6 Transit/TDM Promotion Strategies Provide a comprehensive multimodal trip planning app for I-66: The TMP will coordinate the development of an application/web site for the public to use when planning travel on the I-66. The app will identify non-single occupant driving options in

I-66 Transportation Management Plan Page 42 order to reduce congestion in the corridor. The tool will integrate the existing CarFree A to Z planner with real travel time information from 511VA to provide active traffic management information. The app will be developed by the VDOT 511VA team to jointly support the I-66 corridor and the Dulles Toll Road corridor and will be funded through the Dulles Phase 2 TMP and the I-66 Communications and Outreach program. The app will be integrated into the I-66 communication web site. Integrated Employer Outreach Team In order to effectively promote TMP transit and TDM options to employers located in the activity centers that generate I-66 commuters, an Employer Outreach Team (EOT) will be contracted for through the TDM and administered by the I-66 GEC. The EOT will consist of up to two dedicated staff positions that will augment and coordinate with existing employer outreach programs administered by the local jurisdictions in the I-66 corridor.

The EOT will focus on promoting the implementation of telework programs, the formation of new vanpools and carpools, and the transit/commuter bus options subsidized under the TMP. VRE Service The I-66 TMP would provide funds to promote VRE as an alternative to driving on the corridor during construction. VRE has an additional daily capacity on the Manassas line of approximately 260 seats that marketing support from the TMP will help fill during the construction period, reducing SOVs in the corridor. 5.7 Implementation of Strategies The start of construction on I-66 Outside the Beltway and the beginning of tolling on I-66 Inside the Beltway is anticipated to start in late Summer or early Fall 2017. It is important that the strategies in the TMP be available to help with initial impacts on mobility of pre- construction activities. The TDM strategies can be up and functioning in a few months following receipt of all necessary approvals. The critical need for implementation is the adoption of the necessary Memoranda of Understanding and inter-agency agreements between the funding and operating agencies. As there is no major capital equipment purchases required for implementation of any transit/TDM strategies, it is anticipated that each of the strategies can be operational at the start of construction.

As part of implementing the TDM/Transit elements, it is essential that the communications team provide adequate marketing of the strategies to enhance their success.

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Figure 5.5: Transit/TDM Strategy Budget:

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CHAPTER 6: COMMUNICATIONS AND OUTREACH

The construction of the Outside the Beltway project under the Transform 66 program will break ground while I-66 Inside the Beltway improvements are underway. The inter- relationship of these projects demands a robust, coordinated I-66 corridor communications plan. This will best serve the traveling public, allowing all users of I-66 to receive unified, comprehensive, and timely project information, construction updates, and lane closure alerts. The promotion of the Transit and Transportation Demand Management (TDM) strategies developed under the Transportation Management Plan (TMP) is another important responsibility of the communications program. Communications serve three essential purposes during construction:

 Provide an overview of the construction process so that users of I-66 have an opportunity to plan travel alternatives.

 Provide up-to-the-minute construction impacts information to the traveling public.

 Communicate to employers and employees along the I-66 corridor about alternative, non-SOV travel options, including additional options that are part of the TMP.

Key external audiences are:

 Traveling public

 Elected officials and staff (Arlington, Fairfax, Falls Church, Loudoun, Prince William)

 Jurisdiction transportation staff (same)

 Large employers (same)

 Law enforcement (same)

 Traditional and digital media

 MWCOG Commuter Connections, Arlington County Commuter Services, Fairfax County RideSources, Dulles Area Transportation Association, Loudoun County Commuter Services

 Northern Virginia Transportation Commission

 Northern Virginia Transportation Authority

 Metropolitan Washington Airports Authority

While all major VDOT projects affect the public, construction of I-66 Outside and Inside the Beltway will be among the most challenging in the agency’s history. The highway is accident prone and heavily congested – not only during traditional commuting periods but also during mid-days, evenings and weekends, thus reducing the time window in which major work can

I-66 Transportation Management Plan Page 45 be carried out. Additionally, construction will take place in a particularly space-constrained setting, limiting staging areas for materials, equipment, and crews. Combine those factors with an aggressive construction schedule and the margin of error will be exceedingly small.

As such, it is essential that VDOT invest in a proactive and creative effort to communicate with the public. Tens of thousands of daily travelers must be informed about traffic shifts, lane and shoulder closures, and other activity that can disrupt traffic flow. They also must be made aware of ridesharing and other alternatives to solo driving that currently exist and will be augmented as detailed in Chapter 5. The wide-ranging outreach strategies outlined here are tailored to the needs of I-66 travelers but are essentially updated versions of outreach carried out for previous Northern Virginia Megaprojects such as the I-95 and I-495 Express Lanes, Springfield Interchange, and Woodrow Wilson Bridge Project. They are budgeted in similar scale to those successful outreach efforts.

Close collaboration between the communication program and the TMP is essential if the mandated TMP goals are to be achieved. One key example of the communications program’s important role in achieving TMP goals is found in the inter-dependency between the TMP and the communications program in disseminating lane closure information. The TMP’s Lane Closure & Maintenance of Traffic (MOT) Coordination team facilitates the development of the approved lane closures from the Virginia Department of Transportation (VDOT). This information is shared with the public through the multiple channels managed by the communications program.

VDOT oversees the overall communications program and serves as the communication lead and public face of the project. The role of the I-66 TMP is to provide support for VDOT’s communications activities in an integrated outreach program that maximizes the efficiency of the communications program and the TMP. The budget for the I-66 Communications and Outreach program is independent of the TMP budget and funded through VDOT’s project contribution.

For the Transform 66 Project, a Communications Working Group was established to evaluate and tailor communications strategies to distribute timely and critical information to those affected by construction. The group identified and recommended for funding the following communications strategies.

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Figure 6.1: TMP Goals by Communication Strategy

6.1 Communications and Outreach Program Strategies: Public Outreach and Education For the purpose of the TMP, public outreach also includes public affairs and employer outreach. It is the responsibility of the communications staff to present project information to the public as well as to other external audiences in order to meet the communication goals of the program. Town hall meetings, public events, elected official briefings, and business association outreach are some examples of outreach activities conducted by the communications team. The I-66 communications team utilizes a customer relationship management (CRM) system to manage and target outreach to a wide range of stakeholders, e.g., citizens, employers, elected officials, and the media. As an internet-based database, the CRM organizes contacts by category and interests and has the capability to support tailored messages to specific constituents.

Media relations and paid media are another critical component of effective public education. Earned broadcast and print media have been widely used as tools to inform a wide range of audiences of construction updates and alternative travel options. The I-66 communications program will utilize an earned media approach supported with a wide array of media channels and public outreach in order to effectively communicate I-66 project updates to the community. The strategy will reach out to media and special interest outlets that specialize in transportation issue stories, such as traffic reporters, to maximize earned media potential.

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Paid media will be used to complement earned media assuring that project messages most efficiently reach the communities and employers along the corridor. Paid media buys will provide critical project information and drive the affected audience to the website, where the more detailed information on the project will be available. It will also support the efforts by the Travel Demand Management outreach specialists by building familiarity with the project, reducing barriers to entry for the “feet on the ground” outreach specialists.

Today, media is far more fragmented and specialized than ever. Different audiences receive information in vastly different ways, and the communications strategy needs to be sensitive to responding to these challenges. Older adults may tune to news and public radio while younger adults may glean information from the internet. The public outreach and education strategies encompass a multi-pronged approach designed to achieve adequate penetration into each of these different audiences.

The public outreach and education strategies use social media tools such as Twitter and Facebook to provide a constant presence during the project due to their immediate connection to the intended audience as well as the cost effectiveness. Paid online presence will support and reinforce the social media campaign and create online synergy that will reinforce the message and drive users to sign up for Twitter and Facebook feeds.

The CRM is used in a similar manner for email blasts to keep the stakeholders informed and updated. To give the public an opportunity to connect to the project in person, outreach will include public meetings, public and pop-up events, employer-focused events and other grassroots efforts. Direct mail, signage, posters, and other collateral material will be readily available to use and distribute as needed. Reaching out to employers in the area will be important to enable them to plan with their staff appropriately and to keep them informed on the project. Public Outreach and Education Strategy channels include:

 Earned Media  Paid Media  Social Media  Grassroots Outreach  Email Alerts  Employer Outreach  Interactive Website  Dedicated Mobile Application (Optional)  Direct Mail  Collateral Dissemination 6.2 Public Information and Website Up-to-date information to citizens and employers is disseminated using the CRM. The communications staff will email weekly construction updates to subscribers. In the event of an urgent news release, staff will have the ability to distribute information to relevant stakeholders and partners to spread the word.

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The Transform 66 website (www.transform66.org) or an independent, construction and travel-focused site, is another focal point of the communications program. It serves as the gateway to basic information about the I-66 projects, alternative travel options and telework incentives, public meetings, and lane closure updates for the public. Plans are in place to create an interactive map that allows users to find lane closures and detour information by clicking on icons on the map. Users can sign up for project information on the website which is integrated into the CRM system. Public Information and Website channels:

 Interactive Website  Email Blasts via CRM 6.3 Transit and TDM Promotion Reflective of the synergy among the TMP strategy groups, the transit/TDM marketing activities are an essential communications need, required to encourage commuters to utilize transit services, as well as TDM strategies, to reduce single-occupant vehicles (SOV) in the I-66 corridor. Reducing SOV in the construction zone is a core goal of the TMP. Transit/TDM and communications technical leads will jointly plan and launch marketing efforts to bring awareness to transit alternatives and increase the attractiveness and incentive of using transit as an option for travel. The TMP will also facilitate the development of a multimodal trip-planning tool for the I-66 corridor that will help promote transit alternatives. Please see Chapter 5 for more detail on transit strategies.

The channels used for the public outreach and project communications program will be utilized to promote transit and TDM awareness. In addition, to promote specific strategies, such as additional bus services, media such as bus wraps and shelters are effective for disseminating promotional messaging. Similarly, when new park-and-ride locations are available, events are planned to promote using these locations. Transit and TDM Communication channels include:

 Employer TDM Outreach  Earned Media  Paid Media  Social Media  Email Blasts  Interactive Website  Dedicated Mobile Application (Optional)  Direct Mail  Collateral Dissemination 6.4 Survey and Performance Evaluation The Southeastern Institute of Research (SIR) will periodically survey residents and employers affected by I-66 construction on the effectiveness of the communications program in publicizing and conveying critical, timely, and accurate information to the public. The survey results are used as feedback to evaluate communications strategies and make

I-66 Transportation Management Plan Page 49 appropriate adjustments.

The Communication and Outreach Program budget over the four years (2017-2021) is as follows:

Figure 6.2: Communication and Outreach Program Budget

In addition, approximately $10,000,000 of added value is anticipated, nearly doubling the budget value. This will be achieved through media in-kind contributions, value-added promotional tie-ins, and earned media value.

I-66 Transportation Management Plan Page 50 APPENDIX A

Summary of Strategies with Implementation Details

I-66 Transportation Management Plan Page 51 I-66 TMP Strategies -- August 8, 2016 Agency Strategy Implementation Detail Timeline Funding Est. Project Total

TRAFFIC OPERATIONS: Incident Management/Mobility/Safety $11,155,000

Total supplemental routes proposed is 16 hrs/day -- 7 days per Supplemental VSP patrols for incident (1) As needed for ITB. (2) VSP week: I-66 INSIDE: (1) Day & (1) Evening; OUTSIDE: I-66 Fairfax (1) TMP $3,161,000 response Start of OTB construction Day & (1) Evening; I-66 PWCO - (1) Day & (1) Evening

Coverage consisting of three routes, utilizing 6 patrols, providing Supplemental Safety Service Patrols & TOC VDOT coverage 16 hours per day/7 days per week. Provide additional Start of OTB construction TMP $3,294,000 Operator TOC coverage during peak construction period. Pre-deployment of wreckers in (3) locations on corridor with 24/7 VDOT Pre-deployed wrecker service Start of OTB construction TMP $100,000 coverage Supplemental equipment, software and trainging includes: Washington Area Warning and Alert System (WAWAS); (2) Motorola APX8000 Dual Band Portable Radios; (8)700-800 Dual Supplemental incident response equipment, Band Mobile/Base Scanners For TOC and Incident Management VDOT software & training to enhance incident Vehicles; (2) Antennas (Hardware and Installation) for relocation Start of OTB construction TMP $50,000 response capacity. to Monopole at PSTOC; (1) LEICA Crash Scene Equipment Certification For VSP Division VII Crash Team; (1) LEICA System Computer and Flat Screen Monitor For VSP Division VII Crash Team; (200) 36” Traffic Cones For Incident Management Vehicles.

Update incident response and detour plans Update existing regional incident management, detour and NCR VDOT/GEC to maintain traffic flow on I-66 & arterials evacuation practices to assure optimum response capacity during Completed June 2016 TMP $150,000 during major closures. construction.

Provides supplemental Lane Closure & MOT coordination for I-66 Corridor & Rte 28. Also provide safety inspection for compliance (1) As needed for ITB. (2) GEC Lane Closure & MOT Coordination with signage & MOT requirements. Prepares weekly closure TMP $3,800,000 Start of OTB construction notification for stakeholders. Facilitates coordination between construction, VDOT operations, agency stakeholders. Provide safety, traffic monitoring & PCMS (6 units), Portable Cameras (10 units), "truck entering hwy" VDOT/GEC communications equipment to maintain Start of OTB construction Developer & TMP $600,000 warning/queue system (4 units), highway speed signs (4 units). traffic flow on I-66. I-66 TMP Strategies -- August 8, 2016 Agency Strategy Implementation Detail Timeline Funding Est. Project Total Local Network Operations Strategies Mobility/Safety Enhancement: $3,200,000 (1) Arlington & Falls Church -- Supplemental local police enforcement on As needed for ITB. (2) Other Local Police Overtime reimbursement for coverage requested by TMP. TMP $1,200,000 key arterials/intersections in proximity to I-66 jurisdictions -- Start of OTB construction Provide supplemental traffic operations staff Town of Vienna & Reimburse for cost of staff/Overtime required to manage traffic to maintain mobility on key Start of OTB construction TMP $850,000 City of Fairfax signals arterials/intersections in proximity to I-66. Town of Vienna - Maintain traffic flow on arterials Upgrade and conversion of existing traffic signal system. Start of OTB construction TMP $100,000 DPW Install temporary speed humps using the temporary traffic VDOT/GEC Utilize Temporary Traffic Calming Devices If needed TMP $100,000 calming guidelines approved by the local jurisdiction. Provide low cost / quickly implementable traffic management and spot improvements in coordination with the local jurisdiction. These may include providing improved bike and pedestrian accessibility to P&R lots in the I-66 corridor to increase multimodal Spot improvement at the critical approaches VDOT access to lots and expand overall usage. Enhancements could Start of OTB construction TMP $500,000 to I-66 and at Park & Ride Lots include: additional bike racks at 2 locations (Limestone Dr. lot, Stone Rd. lot) and crosswalk improvements at 3 locations (Portsmouth Road, Sully Station on Westfields Blvd., and St. Paul Chung Church on Stringfellow Rd.).

Provide speed monitoring, traffic monitoring Provide supplemental PCMS (8 units), portable cameras (4 units) (1) As needed for ITB. (2) VDOT/GEC & communications equipment to maintain and speed monitoring equipment (10 units) as needed during Developer & TMP $350,000 Start of OTB construction traffic flow on the arterial road network construction.

Provide speed monitoring, traffic monitoring Install permanent data collectors (20 units) that have the (1) As needed for ITB. (2) VDOT/GEC on key arterials/intersections in proximity to I- TMP $100,000 capabilities of recording traffic volumes and speeds. Start of OTB construction 66. I-66 TMP Strategies -- August 8, 2016 Agency Strategy Implementation Detail Timeline Funding Est. Project Total

Traffic Engineering & Analysis: $1,450,000 Conduct pre-construction speed, congestion and crash data GEC analysis to create a baseline for assessment of impact on traffic mobility during construction. Conduct monthly speed, congestion and crash data analysis to GEC assess impact of construction and to identify areas for special Congestion/mobility analysis on I-66 mitigation. Provide workzone TCP reviews; Closure impact analysis using VISSIM; spot speed, congestion and crash analysis of; and GEC congestion travel time analysis as requested to assess impact of (1) As needed for ITB. (2) TMP $1,450,000 construction. Start of OTB construction Conduct a pre-construction diversion study to identify impacted GEC arterials and create a baseline for assessment of impact on traffic mobility during construction Conduct quarterly traffic counts at designated GEC Congestion/mobility analysis on key arterials arterials/intersection to monitor impact on traffic mobility during construction. Provide traffic analysis for temporary signal timing modification GEC and proposed spot improvements as requested. I-66 TMP Strategies -- August 8, 2016 Agency Strategy Implementation Detail Timeline Funding Est. Project Total

TDM Strategies $7,357,000

Construct a new 230 space Park & Ride lot on VDOT owned Construct a new Park & Ride lot to support Target completion date is 4th VDOT property in the Northeast quadrant of the Rte. 15/I-66 TMP $5,000,000 Transit and TDM strategies in the corridor. Quarter of FY 2018 interchange. Vanpool incentives modeled on VanStart: $200/seat subsidy; 4-3-2- 1 buy down; Free SmartTrip Cards w/ preloaded subsidy; $350 Gas Corridor-wide vanpool formation incentive Subsidy starts April 1, 2017 Vanpool Alliance card incentive for 10+ passenger vans. Vanpools must traverse I- TMP $562,500 program. ends Dec 2020. 66. Vanpools would be eligible for existing VanSave support if needed (not funded by TMP).

Contracted TDM sales force under TMP/GEC -- up to 3 staff Subsidy starts April 1, 2017 GEC An integrated Employer Outreach Sales Team positions. Augments & coordinates with existing employer TMP $1,200,000 ends by Dec 2020. outreach programs in the corridor.

The Commuter Connections ‘Pool Rewards each participant that joins a new carpool an additional $100 during a 90-day reporting Corridor-wide carpool formation incentive period. The $100 will be above and beyond the current $130 that Commuter Subsidy starts April 1, 2017 program including HOV 2 to HOV 3 is available through the regional ‘Pool Rewards program during the TMP $179,500 Connections ends Dec 2020. Conversion Incentives same time period that new carpoolers that register to the program are eligible to receive. These carpools are eligible for the Guaranteed Ride Home program.

The TMP will offer businesses located within the construction work zones $10,000 to establish a formal telework program. Subsidy starts April 1, 2017 DRPT Telework Formation Incentives Businesses receiving the financial incentives will be required to TMP $300,000 ends Dec 2020. establish a minimum of ten new teleworkers as well must have a TMP approved telework policy in place.

Provide up to 2,200 free transponder to low-income families in the I-66 corridor to remove a barrier of affording the transponder Subsidize the cost of transponders for Rollout in anticipation of ITB VDOT/GEC required to use the managed lanes and to encourage carpooling. TMP $115,000 qualified low-income drivers. Toll Day One (August 2017). During a similar program in Los Angeles 4,300 transponders were distributed resulting in 80% of the trips as HOV trips. Provide comprehensive multi-modal trip planner on 511VA to Develop a web-based application under connect with TMP subsidized transit & TDM options. The tool will VDOT 511VA to travel information and mode Rollout 3rd Q of FY 2017 TMP $0 integrate CarFree A to Z with real travel time info from 511VA. The options on the I-66 corridor. app will be developed by the 511VA team. Improve "first mile/last mile" travel options Provide a financial incentive for the formation of vanpools or GEC to enhance transit/TDM strategies originating Start of OTB construction TMP $0 private shuttle service between HOAs and transit-served P&R lots from P&R lots. Promote TMP transit/TDM strategies as travel alternatives to Included w/ Transit- GEC TMP TDM/Transit marketing reduce congestion during construction through earned and paid Start of OTB construction TMP TDM media I-66 TMP Strategies -- August 8, 2016 Agency Strategy Implementation Detail Timeline Funding Est. Project Total Transit Strategies $9,920,000 50% fare subsidy on existing commuter bus Subsidize fares on 14 routes (the 600 routes) which run on I-66 and Implement subsidy in April Fairfax Connector TMP $3,620,000 service. feed the Vienna Metro 2017 and end Dec 2020

50% fare subsidy on existing commuter bus All service (two Metro Direct routes, Manassas and Gainesville Implement subsidy in April PRTC TMP $4,800,000 service. OmniRide) at half fares, assuming 15% increase in ridership 2017 and end Dec 2020

50% fare subsidy on new commuter bus Subsidize fare on new commuter route providing service from Implement subsidy in April Fairfax Connector TMP $450,000 service Government Ctr to State Department. 2017 and end Dec 2020 Supplemental service to maintain headways Fairfax Connector & Provides additional buses for any I-66 commuter routes/times that As needed following start of to account for longer travel times and TMP $800,000 PRTC reach capacity. OTB construction. provide additional capacity To establish new commuter bus route This NSVRC Commuter Bus Start Up Program would subsidize new originating from the NSVRC region to bus service for up to 6 months on two daily buses until the Implement subsidy in April NSVRC destinations in Northern Virginia and TMP $250,000 ridership has reached 35 passengers. Cost per passenger is 2017 and end Dec 2020 Washington D.C. by connecting with the PRTC $300/month. service from Cushing Road P&R lot Transform66 Help utilize existing VRE capacity in the I-66 Promote VRE Manassas line as a travel alternative. Start of OTB construction TMP $0 Communications corridor.

APPENDIX B

Transform 66 – Outside the Beltway Technical Requirements July 29, 2016

Sub-section 1.8 Work Restrictions

&

Sub-section 1.9 Maintenance of Traffic

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The Developer shall comply with all requirements of the Virginia Underground Utility Damage Prevention Act (the Miss Utility law).

The Department’s facilities, including roadway lighting cable and conduit, traffic management systems cable and conduit, and Department-owned fiber optic lines, are not marked by the Miss Utility. Therefore, the Developer may either elect to use at its own discretion and cost the Department on-call consultant or alternatively use a competent contractor or consultant familiar with the Department-owned utilities. Moreover, the Department will, if available, furnish the Developer with a set of as-built plans for such markings. It is the Developer’s sole responsibility to have these utilities marked, maintain the markings throughout the life of the Project, and assume physical and financial arrangements to have these utilities marked and re-marked. The Developer will be responsible for all cost necessary for these utility markings.

The Developer shall determine whether other utilities are present in addition to those identified by the Utility Field Inspection and shall afford those additional utilities an equivalent notification protocol.

1.7.3 Restoration of Work Performed by Others

The Department may construct or reconstruct any utilities within the limits of the Project or grant a permit for the same at any time.

Subject to authorization by the Department, the Developer shall allow any person, firm, or corporation to make an opening in the highway within the limits of the Project upon presentation of a duly executed permit from the Department or any municipality for sections within its corporate limits.

1.8 Work Restrictions

1.8.1 General Requirements

The Developer shall be responsible for a Maintenance of Traffic Plan (MOT) in accordance with Instructional and Information Memorandum IIM-LD-241 (Work Zone Safety and Mobility) and TE 351 on Work Zone Speed Analysis, which shall include but not be limited to the following:

1. The Developer’s MOT plans development shall be consistent with the Agreement, including these Technical Requirements.

2. The Developer shall comply with pertinent requirements for maintenance of traffic for the Work. The Developer is responsible for the safety of the work zone. The Developer shall appoint a single point of contact to address MOT and safety requirements for the work zone.

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3. The Developer shall conduct all work necessary to provide safe and efficient MOT during construction, including provisions for the movement of people, goods, and services through and around the Project while minimizing impacts to pedestrians, bicyclists, local residents, businesses, and commuters. In no event shall sidewalks or shared use paths be closed unless first approved by the Department, considering planned and designed alternative facilities by the Developer.

4. The Developer shall coordinate activities including but not limited to communications, public outreach, and stakeholder engagement; lane closures; and MOT and Traffic Control Plan (TCP) implementation with the Department-administered Transportation Management Plan (TMP) program.

5. The Developer shall maintain four (4) lanes of traffic on I-66 in the peak direction during the Peak Period.

The Department will provide and administer a TMP that will include the Developer’s MOT plans on the Project. The Department’s TMP will include strategies for:

1. Traffic operations;

2. Local network operations;

3. Transit/Travel Demand Management (TDM);

4. Communications and outreach;

5. Additional Virginia State Police and Safety Service Patrol; and

6. Other strategies to maintain mobility and safety in the work zone.

1.8.2 Work Hours

The Developer is advised that its general operations may proceed seven days a week, 24 hours a day, during the Construction Period, except as may be modified herein.

This is contingent upon the Developer obtaining a variance or waiver of all applicable noise restrictions, as stated in the Agreement.

1.8.3 Temporary Roadway Closures

Lane and Shoulder Closures

To facilitate construction and minimize inconvenience to the public, the Developer is advised of, and shall comply with, the closure limitations listed

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in Table 1.8a. The Department reserves the right to modify the closure limitations in Table 1.8a, and any modification shall be handled under the Allowance for Additional Lane Closure Restriction by the Department or Developer Request for Additional Lane Closures.

The Department may allow long-term lane closures during construction that cannot exceed six (6) months in duration at the following locations:

1. Bull Run Drive Bridge – The Department will allow the existing two lane bridge to be reduced to a single 11 foot lane using temporary signalization.

2. Waples Mill Road - The Department will allow the existing two lane bridge to be reduced to a single 11 foot lane using temporary signalization. Pedestrian access shall be maintained during construction.

3. Vaden Drive – The Department will allow the existing four lane bridge to be reduced to two 11 foot lanes with one lane in each direction. Pedestrian access shall be maintained during construction.

The Developer shall provide the Department at the designated location with a weekly work zone plan of all closures on the Wednesday prior to the next week’s planned work activity.

The lane closure approval and coordination process shall conform to the requirements of the Agreement.

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Table 1.8a: Allowable Hours for Roadway Lane and Shoulder Closures INTERSTATE 66 Eastbound WEEKDAY Single-Lane Closures Two-Lane Three-Lane (or Complete Road or Shoulder Closures more) Closures Closure (a)

Segment 10:00 AM to 3:30 PM 12:00 AM to West of US 15 N/A N/A 1 8:00 PM to 5:00 AM 4:00 AM Segment 10:00 AM to 3:30 PM 9:00 PM to 10:00 PM to 12:00 AM to US 15 to Route 286 2 8:00 PM to 5:00 AM 5:00 AM 5:00 AM 4:00 AM Segment 11:00 AM to 3:30 PM 10:00 PM to 11:00 PM to 12:00 AM to Route 286 to US 50 3 9:00 PM to 5:00 AM 5:00 AM 5:00 AM 4:00 AM 11:00 AM to 3:30 PM Segment US 50 to East of (e) 10:00 PM to 11:00 PM to 12:00 AM to 4 Beltway (b) 5:00 AM** 5:00 AM** 4:00 AM 9:00 PM to 5:00 AM Segment Beltway to TR Bridge 12:00 AM to N/A N/A 5 (Inside Beltway) 9:30 PM to 5:00 AM 4:00 AM All lanes open at 12:00 noon on Friday Westbound WEEKDAY Single-Lane Closures Two-Lane Three-Lane (or Complete Road or Shoulder Closures more) Closures Closure (a) Segment 8:00 AM to 2:30 PM 12:00 AM to West of US 15 N/A N/A 1 9:00 PM to 6:00 AM 4:00 AM Segment 9:00 AM to 2:30 PM 9:30 PM to 10:30 PM to 12:00 AM to US 15 to Route 286 2 9:00 PM to 6:00 AM 6:00 AM 5:00 AM 4:00 AM Segment 9:00 AM to 2:00 PM 10:00 PM to 11:00 PM to 12:00 AM to Route 286 to US 50 3 9:30 PM to 5:00 AM 5:00 AM 5:00 AM 4:00 AM 9:00 AM to 2:00 PM Segment US 50 to East of (e) 10:00 PM to 11:00 PM to 12:00 AM to 4 Beltway (b) 5:00 AM** 5:00 AM** 4:00 AM 9:30 PM to 5:00 AM Segment Beltway to TR Bridge 9:30 AM to 2:00 PM* 10:00 PM to 12:00 AM to N/A 5 (Inside Beltway) 10:00 PM to 5:00 AM 5:00 AM 4:00 AM All lanes open at 12:00 noon on Friday * Only to be considered for three lane segment ** Consider opening shoulder lane, where Applicable to maintain three lanes

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INTERSTATE 66 WEEKEND Eastbound/Westbound Single-Lane Closures or Outside Beltway Multiple-Lane Closures Complete Road Closure (a) Shoulder Friday to Saturday 9:00 PM to 9:00 AM 10:00 PM to 6:00 AM 12:00 AM to 5:00 AM Saturday to Sunday 9:00 PM to 9:00 AM 10:00 PM to 6:00 AM 12:00 AM to 5:00 AM Sunday to Monday 8:00 PM to 5:00 AM 9:00 PM to 4:00 AM 12:00 AM to 4:00 AM Single-Lane Closures or Inside Beltway Multiple-Lane Closures Complete Road Closure (a) Shoulder Friday to Saturday 10:00 PM to 6:00 AM N/A 12:00 AM to 5:00 AM Saturday to Sunday 10:00 PM to 6:00 AM N/A 12:00 AM to 5:00 AM Sunday to Monday 9:30 PM to 5:00 AM N/A 12:00 AM to 4:00 AM

ARTERIAL Single-Lane Closures(f) or Shoulder

WEEKDAY WEEKEND ARTERIAL Friday to Saturday to Sunday to Monday to Thursday Friday Saturday Sunday Monday

Limited Access 10:00 AM to 3:00 PM 9:30 AM to 10:00 PM to 10:00 PM to 8:00 10:00 PM to 5:00 Highway (c) 9:00 PM to 5:00 AM 12 Noon 8:00 AM AM AM

Major Arterials 9:30 AM to 3:00 PM 9:30 AM to 10:00 PM to 10:00 PM to 8:00 10:00 PM to 5:00 (d) 9:00 PM to 5:00 AM 2:00 PM 8:00 AM AM AM

All Other 9:00 AM to 3:30 PM 9:00 AM to 10:00 PM to 9:00 PM to 8:00 10:00 PM to 5:00 Roadways 9:00 PM to 5:00 AM 2:00 PM 8:00 AM AM AM

ARTERIAL Multiple-Lane Closures

WEEKDAY WEEKEND ARTERIAL Monday to Friday to Saturday to Sunday to Friday Thursday Saturday Sunday Monday Limited Access 9:00 PM to 5:00 Not allowed until 11:00 PM to 11:00 PM to 6:00 11:00 PM to 5:00 Highway (c) AM 11:00 PM 6:00 AM AM AM Major Arterials 9:00 PM to 5:00 Not allowed until 11:00 PM to 11:00 PM to 6:00 11:00 PM to 5:00 (d) AM 11:00 PM 6:00 AM AM AM All Other 9:00 PM to 5:00 Not allowed until 10:00 PM to 10:00 PM to 6:00 10:00 PM to 5:00 Roadways AM 10:00 PM 6:00 AM AM AM

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INTERSTATE 495 (BELTWAY) Inner/Outer Loop Single-Lane WEEKDAY Two-Lane Three-Lane (or Complete Road Closures or Closures more) Closures Closure Shoulder A. L. Bridge to 10:00 AM to Segment 3:00 PM 10:00 PM to 11:00 PM to 5:00 12:00 AM to 1 Springfield 9:30 PM to 5:00 AM AM 4:00 AM Interchange 5:00 AM Springfield 10:00 AM to Segment 3:00 PM 10:00 PM to 11:00 PM to 5:00 12:00 AM to 2 Interchange to W.W. 9:30 PM to 5:00 AM AM 4:00 AM Bridge 5:00 AM All lanes open at 12:00 noon on Friday Inner/Outer Loop WEEKEND Single-Lane Closures or Multiple-Lane Closures Complete Road Closure Shoulder Friday to Saturday 10:00 PM to 8:00 AM 11:00 PM to 6:00 AM 12:00 AM to 5:00 AM Saturday to Sunday 10:00 PM to 8:00 AM 11:00 PM to 6:00 AM 12:00 AM to 5:00 AM Sunday to Monday 9:30 PM to 5:00 AM 11:00 PM to 5:00 AM 12:00 AM to 4:00 AM

EXPRESS LANES Single-Lane Closures or Shoulder Complete Road Closure*** 9:30 PM (Sunday to Thursday) to 4:00 AM (Monday to 11:00PM to 4:00AM WEEKDAY Friday) 11:00 PM (Friday to Saturday) to 9:00 AM (Saturday to 11:00PM to 4:00AM WEEKEND Sunday) *** Complete Road Closure on Express Lanes for 30 minutes or less

(a) Complete Road Closures: 20 minutes maximum or a time frame approved by the Department to facilitate the lifting and placing of bridge beams, demolition and removal of bridge elements, and erection or removal of overhead sign panels and other structures. (b) Multiple lane closures shall use the Auxiliary travel (shoulder) Lane, as approved by the Department, per the lane closure approval process. The Auxiliary travel (shoulder) Lane shall be treated as a travel lane all day. (c) Limited Access Highways are defined as high speed high volume roadways with limited access, such as Rt. 234 Bypass, Rt. 286, and Rt. 28. (d) Major Arterials are defined as Primary Roads, high volume Secondary Roads, and all other routes that connect directly to Interstates, such as US.15, US.29, US 50, Rt.123, Rt.234, Rt. 243, Gallows Road, and Stringfellow Road. (e) The Developers must maintain three lanes of traffic during daytime hours as permitted per Table 1.8a. (f) Single-lane closures are only permitted for multiple-lane roadways. Long-term closures of the shoulders adjacent to the general purpose lanes are allowable pursuant to the Agreement. Some roadway closures will require coordination and permit with the agency having jurisdiction over the roadway.

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Temporary Roadway Closures in the Reversible HOV Ramps

1. The existing reversible high-occupancy vehicle (HOV) ramp hours of operations (set forth in Table 1.8b) shall remain in place during the Construction Period, unless otherwise specified by the Department with advance notice to the Developer. During the Construction Period, the Department will be responsible for the operation of the existing reversible ramps, including gate operations and reversal of the flow of traffic.

2. The complete closure of the reversible ramps at Stringfellow Road and Monument Drive shall not be permitted within the project limits during the Construction Period, unless approved by the Department in advance with proper TMP efforts. These adjustments shall be handled under the Allowance for Additional Lane Closure Restriction by the Department or Developer Request for Additional Lane Closures.

Table 1.8b Reversible Ramp Hours of Operations at Stringfellow Road and Monument Drive Monday – Thursday and Friday (until 7:00 p.m.) 7:00 PM – 5:00 AM Open to all Traffic – Westbound 5:30 AM – 9:30 AM Open to HOV-2 Only – Eastbound 10:00 AM – 3:00 PM Open to all Traffic – Westbound 3:00 PM – 7:00 PM Open to HOV-2 Only – Westbound Friday Evening – Saturday – Sunday 7:00 PM Fri – 5:00 AM Mon Open to all Traffic – Westbound

All gate operations and reversal of traffic must occur within permitted closure periods only. The start of the gate operation to open the ramps must begin by 4:30 a.m. If the facility is not cleared to be open to traffic by 4:30 a.m., unless approved by the Department, all associated Lane Closure Liquidated Damages will be assessed beginning at 5:01 a.m. as stipulated in the Agreement.

Lane Closure Types

Type 1 – A lane closure resulting in a significant impact on traffic, such as stopping traffic completely, closing two or more lanes, closing an exit or entrance ramp at freeway interchanges, or changing traffic patterns. This type of closure would require extensive media and stakeholder notification and coordination among various local and state agencies, as identified in the Public Information and Communications Plan.

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Type 2 – A lane closure resulting in minor or no impact on the flow of traffic, such as closing one lane on a 4-lane roadway during off-peak traffic hours.

Type 3 – A lane closure that would close a shoulder (right or left) on a roadway or ramp.

Table 1.8c lists the advance notices required for each type of lane and shoulder closures.

Table 1.8c Roadway Lane and Shoulder Closures Type Minimum Advance Maximum Advance Notice (days) Notice (days) 1 10 21 2 5 14 3 3 14

The Baseline Schedule shall identify construction phases. The schedule will be reviewed in detail to assure that the scheduling meets the objectives for expediting the Project and minimizing traffic disruptions.

Confirmation of approved lane closures shall be made 24 hours before any scheduled lane closure and shall include a written reiteration of the proposed tasks and a listing of materials, labor, and major equipment to be used. Complete road closures require a 72-hour advance confirmation for coordination. The Developer is responsible for providing adequate advance notification via variable message and required static signing for lane closures in accordance with the Virginia Work Area Protection Manual (VWAPM) and the Manual on Uniform Traffic Control Devices (MUTCD). Once a closing is in place, work shall begin immediately and shall progress on a continuous basis to completion or to a designated time.

Traffic backups must dissipate before successive closings can be implemented.

The minimum clear distance between two separate lane closings (i.e., from the last traffic cone of the first closing to the first cone of the second closing in the same roadway) shall be two miles.

A meeting shall be held between the Developer and the Department a minimum of 4 weeks prior to the erection of any portion of the structural steel or concrete girder bridges that will require complete lane closures or detour. The Developer, the fabricator, the shipper, the erector, and the Developer’s safety representative shall attend this meeting. Representatives of the Department project manager and Virginia public agencies who will be present

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include, but are not limited to, the Virginia State Police, Fairfax County Police, and WMATA.

Lane closures, shoulder closures, or work that impacts traffic flow will not be permitted on September 11, Inauguration Day, and holidays as indicated here. For the purposes herein, the term “holiday” shall apply to New Year’s Day, Martin Luther King Jr. Day, President’s Day, Easter, Memorial Day, Independence Day, Labor Day, Columbus Day, Veteran’s Day, Thanksgiving Day, and Christmas Day. The Department may adjust lane closure times to accommodate shopping seasons associated with the aforementioned holidays. Additional restrictions for other holidays or special local events may be necessary. These adjustments shall be handled under Allowance for Additional Lane Closure Restriction by the Department and/or the Developer’s Request for Additional Lane Closures.

Following are holiday and special event closure times that will NOT be permitted for lane or shoulder closures:

 January 1: From noon on the preceding day until noon on the following day, with the exception of *

 Inauguration Day: From 3:30 p.m. on the preceding day until 9:30 a.m. on the following day

 Martin Luther King Jr. Day: From noon on Friday until noon on Tuesday

 President’s Day: From noon on Friday until noon on Tuesday

 Easter: From noon on Friday until 9:30 a.m. Monday

 Memorial Day: From noon on Friday until noon on Tuesday

 July 4 (Independence Day): From noon on the preceding day until noon on the following day, with the exception of *

 Labor Day: From noon on Friday until noon on Tuesday

 September 11: No daytime closures

 Columbus Day: From noon on Friday until noon on Tuesday

 Veteran’s Day: From noon on the preceding day until noon on the following day, with the exception of *

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 Thanksgiving Day: From noon on the Wednesday preceding Thanksgiving Day until noon on the Monday following Thanksgiving Day

 Christmas Day: From noon on the preceding day until noon on the following day, with the exception of *

* If the Holiday occurs on a Friday or Saturday: No daytime closures on the preceding Thursday to noon on the following Monday. If the Holiday occurs on a Sunday or Monday: No daytime closures on the preceding Friday to noon on the following Tuesday.

Extension of a lane closure time, except as approved by the Department, is not acceptable and triggers Lane Closure Liquidated Damages in accordance with the Agreement. The Lane Closure Liquidated Damages for failure to restore all lanes to traffic by the designated times as described in the Agreement and shall be assessed starting from the end of the approved time. Restoration of traffic shall mean the completion of all construction work; the removal of all traffic control devices and signs; and removal of all workers, materials, and equipment from the roadway. The charges apply regardless of the day or date.

The Lane Closure Liquidated Damages are set forth in the Agreement. If a Non-Permitted Closure occurs, the Department will notify the Developer thereof and of the amount of associated Lane Closure Liquidated Damages in writing. If there are no additional Non-Permitted Closures occurring within ninety (90) days, the Department will refrain charging of the Lane Closure Liquidated Damages for the prior Non-Permitted Closure. Otherwise, the Developer shall pay all Lane Closure Liquidated Damages to the Department for having two (2) or more Non-Permitted Closure occurrences within ninety (90) days. Once there is a clean period of ninety (90) days without a Non- Permitted Closure occurrence, the new ninety (90) day period will start for future Lane Closure Liquidated Damages.

In addition to the provisions listed in subsections K and L above, if the Developer causes the assessment of Lane Closure Liquidated Damages for failure to restore traffic lanes, and depending upon the severity (15-minute delayed opening or more than two delay incidents in one week) of the closure violations as determined by the Department, the Developer will not be allowed further lane closures until the reasons for the assessment are evaluated and the Developer can provide assurance that the causes have been corrected.

The Department reserves the right to monitor traffic conditions affected by the work and to make additional restrictions as may be necessary, such as terminating a lane closure early. These adjustments shall be handled under the Allowance for Additional Lane Closure Restriction by the Department and/or Developer Request for Additional Lane Closures.

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1.8.4 Allowance for Additional Lane Closure Restriction by the Department or Developer Request for Additional Lane Closures

At the Department’s reasonable discretion and approval, the Developer may submit a request to work outside the stated lane closure hours by providing adequate justification (including traffic analysis) demonstrating the viability of the request.

Closures of longer durations than those listed in Table 1.8a will require a review of plans, implementation of detours, and public outreach.

The Department reserves the right to monitor traffic conditions affected by the work and to make additional restrictions as may be necessary, such as terminating a lane closure early.

General Requirements

1. The Department will track any additional lane closure time granted outside of time allowed in the Agreement.

2. Any additional time granted must comply with all the requirements set forth in the Agreement.

3. Developer acknowledges that instances will arise where the Developer may not be allowed to implement an approved lane closure during events that are beyond the Department’s control.

4. The Developer shall be cognizant of and compliant to traffic demands during special events. Construction activities or lane closures that will affect event traffic may be stopped early or not allowed to implement a closure for special events such as, but not limited to, the following list:

4.1 Presidential motorcades traveling through project limits;

4.2 Special events with regional impacts;

4.3 Special sport events with regional impacts;

4.4 Major accidents and incidents with regional impacts;

4.5 Holiday or seasonal traffic patterns;

4.6 Natural or other disasters requiring regional evacuations; and

4.7 Any time restrictions relative to work in or over WMATA facilities.

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Calculating Hours

1. Additional time (lane closures) – Any additional time requested by the Developer and granted by the Department beyond the approved hours within the Agreement will be added for every instance and every location at 15-minute intervals.

2. Additional Time (complete closures) – If a full closure of roadway not specified in the Agreement is implemented in lieu of a 30-minute total temporary closure, hours will be calculated in the same manner as the hours that were requested and approved for the specific closure.

3. Time Deducted – When the Developer is not allowed to implement a lane closure by the Department during the approved hours within the Agreement, the hours during which such lane closure is not allowed will be deducted from the total hours accumulated.

Documentation

1. Within the first sixty (60) days, the Department and Developer will develop and agree on a format of documenting this additional lane closure request information. The form should at least contain date, hours allowed, hours disallowed, impacted time, etc.

2. By the 10th of each month, the Department and Developer will reconsolidate and agree on the resultant amount of hours allowed and disallowed.

Allowance

1. At the end of the Project, the Department and the Developer will reconcile the resultant impacted time or additional granted time by subtracting the additional time granted by the Department from the time the Developer was disallowed per the Technical Requirements in accordance with the Agreement to implement the lane closures. The Department and the Developer will endeavor to maintain a neutral balance of resultant impacted and additional granted time throughout the duration of the project.

2. Any lane closures affected by inclement weather, snow and the snow removal process, emergency Department maintenance repair, safety shutdowns, major accidents, and any stoppage by WMATA are not subject to above allowance and are excluded from the calculations and compensations.

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General

Notwithstanding anything to the contrary, it is agreed that:

1. The Department will provide the Developer with as much notice as is possible with respect to any lane closure request by the Developer that is not approved by the Department.

2. The Developer will provide the Department with as much notice as is possible with respect to any inability of the Developer to implement lane closures that are otherwise allowed within the Agreement.

3. If the Department disapproves requests for lane closures from the Developer, or otherwise prevents the Developer from implementing lane closures that are otherwise permitted by the Agreement, and the impact of such actions by the Department is more than 180 cumulative hours, such actions shall constitute a Department Change.

1.8.5 Night Work

In areas where Work is to be performed during the hours of dusk or darkness, the Developer shall furnish, place, and maintain lighting facilities capable of providing light of sufficient intensity to facilitate good workmanship and proper inspection at all times. The lights shall be arranged so as not to interfere with or impede traffic approaching the Work site(s) from either direction or produce undue glare to property owners.

Lighting of the Work site(s) may be accomplished using any combination of portable floodlights, standard equipment lights, existing street lights, temporary street lights, etc. that will provide the proper illumination.

The Developer shall furnish and place warning signs to alert approaching motorists of lighted construction area(s). These warning signs shall be 4 feet (1,200 mm) x 4 feet (1,200 mm). The Developer’s vehicles used on the Project shall be provided with amber flashing lights that shall be in operation while in the work area. The Developer’s equipment shall be provided with a minimum of 3 square feet of reflective sheeting that is visible to approaching motorists. The Developer shall provide its personnel with reflective vests, which shall be worn at all times while the workers are within the Work area. The Developer shall provide a light meter to demonstrate that the minimum light intensity, as specified in Attachment 1.5, is being maintained.

The Developer shall provide sufficient fuel, spare lamps, generator, etc., to maintain the lighting of the Work site. The Developer shall use padding or shielding or locate mechanical and electrical equipment to minimize noise generated by lighting operations as directed by the Department. Noise generated by portable generators shall comply with all applicable laws.

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The Developer shall be responsible for coordinating sufficient uniformed law enforcement officers with a law enforcement vehicle equipped with an emergency light for all night time Work that is performed within the travel lanes.

1.8.6 Construction Noise

The Developer’s operations shall be performed so that exterior noise levels measured during a noise-sensitive activity shall be not more than 80 decibels. Noise-sensitive activity is any activity for which lowered noise levels are essential if the activity is to serve its intended purpose. Such activities include those associated with residences, hospitals, nursing homes, churches, schools, libraries, parks, and recreational areas.

Developer shall monitor its construction-related noise if requested by local agencies, the Department, or neighboring property owners. If construction noise levels exceed 80 decibels during noise-sensitive activities, the Developer shall take corrective action before proceeding with operations.

The Developer shall be responsible for costs associated with the abatement of construction noise and the delay of operations attributable to non-compliance with these requirements.

Developer shall determine whether certain portions of the Project that produce objectionable noise should be restricted or prohibited between 10 p.m. and 6 a.m. subject to Department approval. If other hours are established by local ordinance, the local ordinance shall govern.

Equipment shall in no way be altered so as to result in noise levels that are greater than those produced by the original equipment. When feasible, the Developer shall establish haul routes that direct its vehicles away from developed areas and ensure that noise from hauling operations is kept to a minimum.

These requirements are not applicable if the noise produced by sources other than the Developer’s operation at the point of reception is greater than the noise from the Developer’s operation at the same point.

1.8.7 Law Enforcement Utilization

It is understood by all parties that the Developer will work with and comply with the direction of the Department to determine the use of law enforcement during temporary traffic control operations involving lane closures or rolling lane closures, and any other operation as covered in Appendix C of the Virginia Work Area Protection Manual.

Law enforcement shall not be used in lieu of flag persons.

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1.8.8 Use of Explosives

The Developer shall obtain approval from the Department in order to use explosives on the Project. Explosives shall be stored and used in a secure manner in compliance with all federal, state, and local regulations. Prior to prosecuting the Work, the Developer shall conduct an on-site review of the work involved and develop a plan of operations for performing excavating work. Where feasible, the Developer shall explore other means of loosening and or reducing the size of the excavation without blasting. When blasting becomes necessary, the Developer’s plan of operations shall include a blasting plan detailing the blasting techniques to be used during excavation operations requiring the use of explosives. Both plans shall be submitted to the Department for review prior to commencing blasting operations.

Explosives shall be purchased, transported, stored, used, and disposed of by a Virginia Certified Blaster in possession of a current criminal history record check and commercial driver’s license with hazardous materials endorsement and a valid medical examiner’s certificate.

The Developer shall be responsible for damage resulting from the use of explosives. The Developer shall notify each property and utility owner having a building, structure, or other installation above or below ground in proximity to the site of the Work of its intention to use explosives. Notice shall be given sufficiently in advance of the start of blasting operations to enable to owners to take steps to protect their property. The review of the Developer’s plan of operations, blasting plan, and notification of property owners shall in no way relieve the Developer of its responsibility for damage resulting from its blasting operations.

1.8.9 Miscellaneous Work Restrictions

George C. Yeonas Park – Town of Vienna – Vienna Little League

The Developer shall not impede the park operations in regards to the use of the baseball fields or other park assets at George C. Yeonas Park from March 1st through November 15th during construction of the Project. The Developer may submit an alternative construction sequencing impact mitigation plan for construction of Project assets that impact the park between these dates if that plan clearly accommodates the public use of the facility, the athletic events, and other important elements of the park operations. The Developer may have to erect safety netting between the fields and I-66 during sound barrier wall construction. This impact mitigation plan shall be reviewed and approved by the Department before commencement of any construction activities.

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Mosby Woods Pool – Fairfax

The Developer shall not impede the pool and facility operations at the Mosby Woods Community Pool from May 20th through September 15th during construction of the Project. The Developer may submit an alternative construction sequencing impact mitigation plan for construction of Project assets that impact the pool facility between these dates if that plan clearly accommodates the use of the facility, the pool events, and other important elements of the facility operations. This impact mitigation plan shall be reviewed and approved by the Department before commencement of any construction activities.

Miscellaneous Construction Operations and Coordination – Project Wide

The Developer shall coordinate, accommodate, and shall not impede other community events and facilities similar to the Yeonas Park and Mosby Woods Pool restrictions in terms of construction operations. These restrictions shall be determined by the Department.

1.9 Maintenance of Traffic

1.9.1 General Requirements

MOT development shall be consistent with the Agreement, including these Technical Requirements.

Work zone information shall be shared with the Department’s Northern Region Operations Advanced Traffic Management System (ATMS) and any other regional ATMS and shall be approved by the Department.

The Developer shall provide a primary MOT engineer to perform the following:

1. Coordinate implementation of the TMP as developed by the Department;

2. Oversee the design and implementation of the MOT plans;

3. Coordinate MOT activities with the public and community outreach staff and the Department; and

4. Implement traffic management strategies.

5. The MOT engineer or an approved designee shall be continuously available during construction until Project Completion and elimination of all construction traffic control.

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Unless otherwise approved by the Department, the MOT engineer shall be a Professional Traffic Operations Engineer (PTOE) registered in the Commonwealth of Virginia who demonstrates MOT design management and implementation experience of similar project complexity. The MOT engineer shall have completed the training and examination by the Virginia Department of Transportation on the proper practices and methods for the MOT installation, maintenance, and removal of temporary traffic control devices and hold the Verification of Completion of Advanced Work Zone Traffic Control Training certificate in his or her possession.

The Developer shall prepare traffic analyses and modeling for all MOT phases and stages, exclusive of closures identified in the Agreement, in order to identify traffic impacts. The Developer shall use analytical and deterministic (HCM-based) analyses, supplemented with traffic simulation and optimization tools for the analyses. Traffic analyses and modeling shall also be required for all construction activities requiring a detour, requiring closure of multiple lanes, or deviating in any way from what is set forth in the Agreement.

Traffic analyses will vary depending on the magnitude of the closure, detour, or other change. The scope of the traffic analyses and the assumptions to be used will be determined in a meeting held with the Department.

All MOT plans and documents shall have a valid digital Professional Engineering stamp held by the MOT engineer.

All Temporary Traffic Controls shall be shown on AFC Plans.

Only TL-3, Type I Re-Directive Impact Attenuator shall be used on interstates, limited access highways, major arterials, and its associated ramps unless otherwise approved by the Department in its sole discretion. TL-3, Type II Non-Redirective Impact Attenuator may only be used with movable barrier.

All stages and phases of construction, including installation and testing of the Electronic Toll and Traffic Management (ETTM) system, shall be covered by an MOT plan.

If any sidewalk or shared use path is requested to be closed under the requirements of section 1.8.1(A)3 the alternative routes considered shall be covered by an MOT plan.

1.9.2 MOT During Construction

The construction activities will be completed in accordance with the Traffic Management Plan, and with the requirements of the Agreement and the Department’s Instructional and Information Memorandum IIM-LD-241 (Work Zone Safety and Mobility) and TE 351 on Work Zone Speed Analysis

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will be adopted for MOT on the Project. In addition to the requirements of the Developer’s approved Traffic Management Plan, the Developer shall provide the following:

1. Portable Changeable Message Signs (6 units) that can be remotely controlled from MPSTOC and shall be placed/relocated by the Developer at mutually agreed locations.

2. Portable Camera Trailers (2 units) that can be remotely controlled from MPSTOC and shall be placed/relocated by the Developer at mutually agreed location.

3. “Truck Entering Highway” warning/queue systems as needed on I-66 for the Developer’s construction operations.

The Developer shall maintain traffic consistent with the agreed upon TMP.

The Developer shall conduct daily and weekly MOT inspection to ensure all traffic devices and traffic patterns are in compliance with the VWAPM and MUTCD standards. A weekly MUTCD report shall be provided to the Department and include the following:

1. Date discrepancy was identified;

2. Description of discrepancy;

3. Corrective action required;

4. Date corrective action should be taken; and

5. Date corrective action was completed.

The Developer shall develop temporary Traffic Control Plans (TCPs) for each stage of construction including the installation and testing of the ETTM system that shows the Developer’s proposed construction staging and proposed traffic control devices consistent with the MOT plan.

The Developer shall be responsible for coordinating a uniformed law enforcement officer with a law enforcement vehicle equipped with an emergency light during set-up and take-down of all daytime intersection closures involving two or more lanes of traffic.

The Developer shall coordinate the location of emergency crossovers with law enforcement and emergency services and shall maintain existing emergency crossover access during construction as coordinated with law enforcement, emergency services, and the Department.

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Detour plans shall be developed by the Developer and presented to the Department for approval. The Developer shall coordinate detour plans with local, state, and federal agencies (as applicable) and submit and update the MOT plan thirty (30) days in advance of any planned detour activity. The Developer shall be responsible for all planning, consultation, and coordination with impacted parties, design, implementation and monitoring, and maintenance of detours–whether within or outside the Project ROW. The provision of detours and marking of alternate routes will not relieve the Developer of the responsibility for ensuring the safety of the public or from complying with any requirements of the Agreement.

ROW for temporary highways, diversion channels, sediment and erosion control features, or bridges required by the Technical Requirements will be planned, designed, and provided by the Developer.

During any suspension of Work, the Developer shall temporarily open to traffic such portions of the Project and temporary roadways as may be agreed upon by the Developer and Department.

Unless a Design Exception or Design Waiver is granted, the geometric design for temporary roadways and temporary traffic control shall be designed, at a minimum, to the existing posted speed limit.

Certified flaggers shall be provided in sufficient number and locations as necessary for control and protection of vehicular and pedestrian traffic in accordance with the requirements of the VWAPM. Flaggers shall be able to communicate to the traveling public in English while performing the job duty as a flagger at the flagger station. Flaggers shall use sign paddles to regulate traffic in accordance with the requirements of the VWAPM. Flagger certification cards shall be carried by flaggers while performing flagging duties. Flaggers found not to be in possession of their certification card shall be removed from the flagging site and operations requiring flagging will be suspended by the Department. Further, flaggers performing duties improperly will have their certifications revoked.

Long-term closures of the shoulders adjacent to the general purpose lanes are allowable provided the closure is separated by concrete barrier as approved by the Department. This clause shall not apply to shoulder lanes that are operated by a Shoulder Lane Monitoring System (SLMS).

Where concrete barriers are used to close the shoulder, the Developer will be required to provide pull-off areas per the requirement of the VWAPM.

Connections with roads and public and private entrances shall be kept in a reasonably smooth condition at all times. Stabilization or surfacing material shall be applied to connections and entrances.

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The Developer shall schedule construction operations so that approved continuous access is provided for all roads, sidewalks, shared use paths, and properties. Connections or entrances shall not be disturbed by the Developer until necessary. Once connections or entrances have been disturbed, they shall be maintained and completed as follows:

1. Connections that had an original paved surface shall be brought to a grade that will smoothly and safely accommodate vehicular traffic through the intersection, using pavement. Connections that had an original unpaved surface shall be brought to a grade that will smoothly and safely accommodate vehicular traffic through the intersection, using either the required material or a temporary aggregate stabilization course that shall be placed as soon as practicable after connections are disturbed.

2. Mainline connections shall have all lanes open during construction. If delays occur in prosecution of work for other connections, connections that were originally paved shall have at least two lanes maintained with a temporary paved surface. Those that were not originally paved shall be maintained with a temporary aggregate stabilization course.

3. Mainline access and egress connections shall have all lanes open during construction unless otherwise agreed with the Department. Other entrances shall be graded concurrently with the roadway with which they intersect. Once an entrance has been disturbed, it shall be completed as soon as is practicable, including placing the required base and surface course or stabilization. If the entrance must be constructed in stages, such as when there is a substantial change in the elevation of the roadway with which it intersects, the surface shall be covered with a temporary aggregate stabilization course or other suitable salvaged material until the entrance can be completed and the required base and surface or stabilization course can be placed.

When the Developer elects to complete the rough grading operations for the entire project or exceed the length of one full day’s surfacing operations, the rough grade shall be machined to a uniform slope from the top edge of the existing pavement to the ditch line.

When the surface is to be widened on both sides of the existing pavement, construction operations involving grading or paving shall not be conducted simultaneously on sections directly opposite each other. The surface of pavement shall be kept free from soil and other materials that might be hazardous to traffic. Prior to opening of new pavement to traffic, shoulders shall be roughly dressed for a distance of 3 feet from the edge of the paved surface.

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Where the Developer places obstructions such as suction or discharge pipes, pump hoses, steel plates, or any other obstruction that must be crossed by vehicular traffic, they shall be bridged in accordance with plans submitted by the Developer and approved by the Department. Traffic shall be protected by the display of warning devices both day and night. If operations or obstructions placed by the Developer damage an existing travelled roadway, the Developer shall cease operations and repair damages.

Where existing hydraulic cement concrete pavement is to be patched, the Developer shall restore all repaired pavement at the end of each shift such that the travel lane is open for use. Failure of the Developer to comply with the time frames listed in Table 1.8a, shall subject the Developer to associated Liquidated Damages for Lane Closures. Necessary precautions shall be taken to protect traffic during patching operations.

The Developer shall construct, maintain, and remove temporary structures and approaches necessary for use by traffic. After new structures have been opened to traffic, temporary structures and approaches shall be removed. The proposed design of temporary structures shall be submitted to the Department for its approval together with other associated Design Documentation prior to Limited Notice to Proceed.

If the Developer fails to remedy unsatisfactory maintenance not complying with these Technical Requirements after receipt of a written notice by the Department, the Department may proceed with adequate forces, equipment, and material to maintain the project, without interference from the Developer. The cost of the maintenance, plus 25 percent for supervisory and administrative personnel (including fully burdened wages plus overhead), will be paid by the Developer.

Developer shall enter or shall cause to enter all lane closures on a weekly basis with appropriate daily confirmations for accuracy into the Department’s Lane Closure Advisory Management (LCAM) system.

All MOT plans affecting and adjacent to WMATA facilities are subject to review and approval by WMATA.

All temporary traffic signal plans shall be submitted to the Department for review and approval prior to the Construction Phase, detour, or traffic shift. Construction signs and pavement markings (temporary) shall be installed, maintained, adjusted, and removed by the Developer throughout the duration of the Project.

Sidewalk or shared use path connections that had an original paved surface shall be brought to a grade that will smoothly and safely accommodate pedestrian and bicycle traffic through the intersection.

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1.10 Third Parties and Permitting

1.10.1 Permitting

The Developer shall coordinate in its dealings with Governmental Authorities and other entities having interests in the Project, with assistance from the Department. All government and other entity approvals applicable to design and construction Work will be the responsibility of the Developer. The Developer shall provide copies of all permits and permit modifications to the Department upon receipt.

The Developer shall obtain any required waiver or variance of each applicable city or county noise ordinance as needed to prosecute the Work. The Department will make reasonable efforts to assist the Developer in obtaining any such waiver or variance. The Developer shall adhere to the requirements of the noise waiver in planning, and performing any construction activities through noise mitigation if warranted. If the city or county identifies a violation all costs associated with any delays or corrective action is the responsibility of the Developer.

The Developer shall be responsible for all costs associated with compliance with any ordinance and law or any violations of Law attributed to the activities of the Developer in accordance with the Agreement.

1.10.2 Third Parties

If any portion of the Project is located within the limits of a municipality, military installation, or other federally owned property, the Developer shall cooperate with the appropriate officials and agents in the prosecution of the Work to the same extent as with the Department.

The Developer shall coordinate its activities with other contractors, localities, WMATA, Capital Beltway Express (CBE), and Norfolk Southern Railway working in the area. As provided in the Agreement, the Developer’s work program and schedule shall consider and coordinate with the work and business activities of other contractors, localities, WMATA, CBE, and Norfolk Southern Railway involved with adjacent work, including maintenance, in the corridor.

If other separate contracts are awarded by the Department or by other Governmental Authorities, including projects under the Public Private Transportation Act (PPTA), that affect the Developer’s work, including work related to abutting roadways and connectors and work associated with a VDOT maintenance contract (Turnkey Asset Maintenance Services (TAMS) contract), the Developer will coordinate its work with the work being performed by the other contractors. The Department will require its separate

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contractors to cooperate with, and coordinate their activities with, the Developer.

The Developer shall be responsible for contacting other contractors, localities, WMATA, and Norfolk Southern Railway regarding their anticipated schedules to complete the associated projects or key milestones of the associated projects they may be working on. These contractors may be working on other improvement projects such as, but not limited to, the following:

1. I-66 Widening from US 15 in Haymarket to US 29 in Gainesville

2. VDOT preventative maintenance contracts

3. VDOT operational contracts

4. Transform I-66 Inside the Beltway Tolling

5. Transform I-66 Inside the Beltway Widening

6. I-66 and US 15 Interchange Reconstruction

7. Projects listed in the current 6-year plan

8. Locality projects

9. WMATA or railroad projects

10. Intersection and Drainage Improvements at Fairfax Boulevard (US 29/US 50 and Route 123)

11. Northfax Intersection and Drainage Improvement Project

The Developer shall not impede the access or progress of such work by other contractors, but shall cooperate and coordinate with other contractors for the timely completion of all construction activities. This shall include attendance at coordination meetings deemed necessary or advantageous by the Department or the Contractor.

The Developer and/or separate contractor shall assume all liability, financial or otherwise, in connection with its contract and shall protect and save harmless the Department from any and all damages and claims that may arise because of any inconvenience, delay, or loss the Developer experiences as a result of the presence and operations of other design-builder(s) and/or separate contractor(s) working in or near the work covered by the Developer’s contract. The Developer shall also assume all responsibility for any of its work not completed because of the presence or operation of other design- builder(s) and/or separate contractor(s).

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The Developer shall be responsible for coordinating the design and construction of this Project with CBE, the I-495 Express Lanes concessionaire.

1.10.3 Fire Hydrants

No Work shall be undertaken around fire hydrants until provisions for continued service have been approved by the local fire authority.

When the Developer’s Work requires the disconnection of ‘in-service fire hydrants, the Developer shall notify the locality’s fire department or communications center at least 2 weeks prior to disconnection. In addition, the Developer shall notify the locality’s fire department or communications center no later than 24 hours after reconnection of such hydrants. The period of time hydrants may be out of service shall be approved by the Department and the locality.

1.11 Emergency Services

1.11.1 Liaison

The Developer shall comply with the Department requirements for participation in industry and statutory initiatives regarding incident and emergency management throughout the Term.

1.11.2 Emergencies and Extraordinary Circumstances

The Developer’s response to emergencies and extraordinary circumstances during the Term as part of the Project will be in accordance with the Agreement and not inconsistent with the Department’s emergency operations and evacuation plan and shall ensure the following:

1. Safety of motorists, pedestrians, bicyclists, and workforce personnel shall be the primary objective for all decisions and actions;

2. Clearance of a travel lane for emergency response vehicles shall be by the most expedient route whether general purpose lanes or Express Lanes (in such circumstances, the decision of the Department or the emergency services in charge shall govern);

3. Military vehicles acting in an emergency response capacity or in defense of the sovereign homeland of the United States of America shall be given free and unrestricted access to the Express Lanes;

4. If the U.S. Secret Service, in coordination with the Virginia State Police, determines movements of the President of the United States or other dignitary require use of the Express Lanes, the Developer shall cooperate

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